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International Marine Engineering 


VOLUME XIV. 


JANUARY TO DECEMIBER, 1909 


PUBLISHED BY 


MARINE ENGINEERING 


INCORPORATED 
17 BATTERY PLACE, NEW YORK, U. S. A. 
3! CHRISTOPHER STREET, FINSBURY SQUARE, LONDON, E. C. 


UOGTS 


INDEX. 


NOTE.—Illustrated articles are marked with cn 


NBG 


ARTICLES. 
PAGE 
Acetylene buoy lighting, Canadian Gov- 
ernment’s unfortunate experience with. *318 
Adaptability of producer gas for marine 
work. Shackleton ..............-+«-- 75 
Akers Mekaniske Verksted, Shipbuilding 
and Engineering Company of........ *245 
Alexandra, suction cutter discharging 
dredge for India) ~.ciecel ieleiieieieliel- *189 
Almy boilers, instructions for operating. 448 
Anchors. Bulkleys mere cierelscnielelerelerielstele 96 
Application of internal combustion en- 
gines for marine propulsion, some con- 
siderations on. Anstey............--. 213 
Araguaya, Royal Mail steamship........ *138 
Armor clads, first seagoing............. *352 
Armored cruiser Ernest Renan. Peltier.. *149 
Armored cruiser Ibuki, trials of......... 389 
Austrian submarines. Perkins ......... *398 
Babcock & Wilcox boiler, operation of.. 446 
Battleship Condorcet ...........-.+-.--+- *381 
Battleship Delaware, launch of ........ *115 
Battleshop Delaware, United States..... *465 
Battleship Diderot ................. ooo EMS 
Battleship North Dakota, turbines for... *184 
Battleship North Dakota, United States. *465 
Battleship Roma. Attilio ............ ~. *423 
Battleship Roma, launch of. Attilio..... *113 
Battleship, latest in the United States... *371 
Battleships, monster. Koon............ *166 
Bearings, thrust and journal............ 152 
Benjamin Noble, new lake steamer. soc00 Seow 
Boiler, Babcock & Wilcox, notes on..... 446 
Boiler, Cockran, donkey, how to get the 
best efficiency from ............. 5 455 
Boiler, Diirr, instructions for the work 
ing and management of .............- 439 
Boiler, how to treat a Scorn to obtain 
the best results. McAllister ....... soo | CY 
Wsxllose, IA, GKNRES O15 o500000000000000 447 
Boiler, proper methods of operating and 
Cyaryse oye WEY coocoa000000000000 435 
Boiler, Roberts, care and handling of a.. 455 
Boilers, Almy, instructions for operating. 448 
Boilers; gunboats Winch! -ejtererererele OS 
Boilers, Mosher, operation and care oc 453 
Boilers, naval, in service. Dinger....... AUC 
Boilers, Niclausse, special points to be 
observed in the upkeep of......%..... 449 
Boilers, Seabury watertube, regarding the 
OMEN OF Go0000006000000000000000 449 
Boilers, Taylor watertube, handling of.. 447 
Boilers, Thornycroft, various types of... 463 
Bossing, effect of upon resistance. Sadler 
Bridge walls, broken bottles for. Olcott. 306 
British torpedo boat destroyer Mohawk.. *140 
Building a harbor. Holder............. *135 
Buttertlyasmotonelauncheenpericttieriierere *153 
Car ferries of the Danish Government... *123 
Carnegie, magnetic survey yacht....... *34, 47 
GincinnatiesteamShipseeereeenineririice “ehhh 
Clermont, first practical steamboat...... *329 
Cleveland, Hamburg-American steamer... *85 
Cochran donkey boiler, how to get the 
bestmefiiciencyarirOommnrpiseidereeriieicete 455 
Collision between Republic and Florida... *77 
Gomimonwealthwasteametsperrsteperetiteeleleletete *10 
COAGRO WEEN USB 6 oo9000000G0000 *287 
Condorcet, French battleship ........... *381 
Constance, Danish sloop, the oldest vessel 
ATIMRCOMIMISSLON MeL Olmuepsreteteeteteletereletere 6 ES? 
Contrary turning screws on a common 
axis, propulsion of ships by. Rota.... *277 
Cossack, .speed trials of the destroyer... *256 
Creole, regarding the turbine steamer.... 309 


PAGE 
Curtis turbines for the North Dakota.... *184 
Danish car ferries. Holm ............. *123 
Deck cargoes. Liddell ................ “22 
Delaware, launch of ...... 6000000 Ssoco00 alli} 
Delaware, United States battleship...... “465 
Design of turning engines. Bragg..*400, 426 
Destroyer Flusser, United States........ *450 
Destroyer Reid, United States.......... *450 
Development of the sailing ship. Walker. *332 
Diderot, French battleship.............. *381 
Dipper dredge, eight-yard, for Cuba..... *164 
Dockyards versus contractors ........-. 6 
Dredge, combination dipper and clam- 
shell bucket. Eder ............. Meeisieu 299. 
Dredge, eight-yard dipper, for Cuba..... *164 
Dredge Peluse ............ eiavereiietetsisteie 1 eel G4: 
Dredge Sir Harry Bullard ............. *190 
Dredger Alexandria ...... so0000cc00000 “WEY 
Dredger Bates, electrically-driven hy- 
GEREN So0000000000 60000000000000000 *162 
Dredger Fleetwood ............+-+++ees *182 
Dredger, Fruhling type ......... Seem OS: 
DyeeGkegexe IptVRSe 5000000000000000000 Sooo wall 
Dredger La Plata ....... 900006 aleve letereiere) See 
Dredger Leviathan. Boyd ............. *173 
Dredger Lord Desborough ....... 900000 *184 
Dredger Maw heratenr choi 6c000000 2) 
Dyreckase IW@, I oscacoc000b00000 9060006 OUT 
Dredger Northwestern ........ SelelevoleXetere A227 
IDyackexese VW voocoacc000000000000c00000 *190 
- Dredger Shieldhill ...................% *216 
IDyRAEK IE, FUSION coooc0dp00000000000000 *191 
Dredges, design of hulls for............ 162 
Dredging equipment in the Himalaya 
Mountains ............... Steoceneiey siete pL OD 
Dredging machines, ineeton wisvoseretaiefetaks *183 
Drydock, 6,000-ton floating. Donnelly... *294 
Diirr boiler, instructions for the working 
and management of ............... 439 
Dutch marine suction gas plants..... *403, 442 
Economy of turbines vs. combined recip- 
rocating and turbine propulsion....... 396 


Effect of bossing upon resistance. Sadler. *137 
Electricity, application of to the propul- 


sion of naval vessels. Emmet..... ... *469 
Engine design, marine. Bragg...... *7, 51, 89 
English fleet, recent additions to....... Set! 
Ernest Renan, French. c-Peltisre «2... .- *149 
Essayons, hacbor ttg : iGo wees 35 


“Hot M6 ec foGrele 


Fervies for Danish eailwans: 123 
-Ferry, Miss Vandenberg........ 56 d8S 0 € BWI 
Ferry boat Fittnestan Né. a, eps IC. eavaiahs *29 
_ Ferry boats: for Kiel harbor. Gor o0g00000¢ ae 

Finaeston No. 1, a unique fey boat. 429% 
‘Rire bodic, centrifugal pump........ 3 5 

First scagaing armor cladsec #5. cS.cc 

First steam | Screw w propeller NEL ESeoob0 “ELH 

Fleetwood, bucket: drddgencs.. Sane oe 50 MY 

IMOSCE, KEES HO conoccocoGo00000000 - *188 

Flusser, United States destroyer....... - "450 

Foca, Italian submarine torpedo boat.... *109 

French armored cruiser Ernest Renan... *149 

French battleship Condorcet .......... +. "OSL 

French battleship Diderot ............. . *381 

Fruhling system of suction dredging..... *193 

INEVRIELSO SHSORVERS Ele GEA Gocoa0c0000000000 #934 

Gas-propelled motor boat, Mianus....... *195 

George Washington ......... sroisietereteietsre *973 

(Cee IBESIGEN sooccng090000H00 0 noo weet 

Gunboateboilersaemleinchueperrretrericietete 9 te 

TSEDb? Wileyeyal, INS ocooococccc000Q0e SODGoOO Mette 

Hamburg-American Line steamer Cleve- 

IENelonsboboucgooduGeuoduoododoO oo00 EB 

Higher cylinder ratios, practical compari- 

son of the advantages of. Root ....... "271 


(*) asterisk. 


Heating of modern ocean liners......... 54 
Hydraulic cutter dredges, design of hulls 
Hse, IPORSG oo00cc0000000 
Hydraulic dredger, electrically driven.... 
Ibuki, trials of the Japanese armored 
GREISES G00000000000000000000 99000000 
Indicator diagrams from a harbor tug... 
Indicator, marine steam engine. Root, 
*265, 305, 394, 445, 475 


ee eee eee cere 


*405 


iIin'clismboilersnotesmonmertrreieereticisits 447 
Internal-combustion engines for marine 
propulsion, some considerations on the 
application of. Anstey ........ eee eS: 
Italian battleship Roma. Attilio........ *423 
Italian battleship Roma, launch of....... *113 
Italian submarine torpedo boat Foca..... *109 
Japanese armored cruiser Ibuki, trials of. 389 
Japanese volunteer steamer Sakura Maru. *203 
Jinga, reclamation dredgers for Bombay. *191 
ILE GHOS CH IEINES Sogc000000 G600000 ~~ 802 
VayPlatay bucket dredgenms.--eeiclerclerel oo MONS 
Lady Fraser, twin-screw ship........... 134 
Lapland, Red Star Line steamship....... *228 
Leviathan, suction dredger. Boyd....... *173 
Lightened beam brackets, some experi- 
ments with. Anderson ........... *223, 257. 
Lloyd’s Register of Shipping, annual re- 
pore, TONEY) Gosgacc000b000000 see. 
Longitudinally-framed ship. Taylor..... *30 
Lord Desborough, dredger ........ 00 184 
Lurline, Pacific liner. Bennett......... *106 
Lusitania, telephone equipment of.... *33: 
Machinery and piping arangements on 
boarduship:s Vic Collamerrrrrerrtere -*431, 479 
Marenging, motor boat ................ *110 
Marine engine design. Bragg....... *7, 51, 89 
Marine engineering, advance in the early 
twentieth century. Maginnis ......... *865 
Marine producer gas plant, a successful.. 312 
Marine producer gas power. Straub..... *208 
Marine steam turbine reducing gear..... 399 
Mary F. Scully, seagoing tug.......... OS 


Mast and derrick mountings.*230, 259, 298, 398 
Mawhera, suction dredger for New Zea- 


JEN org pogoURUDdoDO oO Obn660000060 190 
Measured mile trials ........ CaCboDG GOD 313 
Melville, George Wallace .............. *238 


Merchant vessels, fastest in the world... 97 
Michigan, car ferry, damaged by collision *321 
Minnewaska, Atlantic Transport Line 
Sa) GoaobodgceDd0Kaea0000000000 
Miss Vandenberg, ferry 
Model towing basin, development and 
present status of the experimental. 
IE-Veret beartietessiianen ene *35, 68, 98 
Mohawk, torpedo-boat destroyer......... *140 
Monitoria, the. Haver *ANT. 
Monster battleships. Koon ........... 166 
Morea, twin-screw mail steamer......... *28 
Mosher boilers, the operation and care of. 453 
Motor boat Marenging *110 
Motor for launches and yachts, reversing. *72 
Motor launch Butterfly *153 
Motor launch, Thames *153 
Naval Architects and Marine Engineers, 
seventeenth annual meeting of....... . 450 
Naval boilers in service. Dinger....... *177 
Naval science topics, notes on. Liddell... *22 
Niclausse boilers, special points to be ob- 
served in the upkeep of ............. ‘ 
No. 1 bucket dredger......... 6 a 
North Dakota, United States battleship. 
Northwestern, grab hopper dredger... 
Oil tank steamer Paul Paix. Taylor..... 
Oldest vessel in commission. Holm..... 


*233 
*307 


449 
#277, 
*465 
o ‘pA 

*30 
*372 


INDEX, W@t, XW. 


PAGE 

Otaki, new type of turbine steamer....... (al 

Otway, steamer, New Orient linear 151 

‘Paddle boats, pioneer, in Britain........ *338 
Parsons marine steam turbine, practical 

experience with on the Ben-My-Chree.. *218 


Parsons marine steam turbine, operation 

and management of as practiced on the 

U. S. S. Chester. Yates............- *390 
Paul Paix, oil tank steamer. Taylor.... *30 
Peik-i-Schevket, Turkish torpedo cruiser. *428 


Peluse, bucket dredge ...... etelotstceleveretel cs *164 
Pioneer, gas-driven launch ..........-.-. *234 
Piping and machinery arrangements on 
board ship. McColl ........:..- *431, 479 
Piping up a merchant vessel for steam 
neste, IDEWE ocooca0090000000000400000 59 
Po, suction and force-pump dredger .... *190 
Polar motor, the marine. Andersson... *497 


Princess Charlotte, twin-screw steamer.. *142 


Producer gas boats, Dutch marine...*408, 442 
Producer gas for marine work, adapt- 
ability of. Shackleton ............--. 75 
Producer gas motor boat Marenging..... *110 
Producer gas motor boat Mianus........ F95 
Producer gas motor boat Pioneer........ *234 
Producer gas plant, a successful marine.. 312 
Producer gas power, marine. Straub.... *208 
Propeller computations. Linch......... *260 
Propeller design, simple method of. Linch *254 
Propellers. Winterburn ............... *105 


Propulsion of ships by means of contrary 
turning serews on a common axis. Rota *277 
Reid, United States destroyer..........- *450 
Reinforced concrete boats. Kieffer..... *287 
Remodeling gasoline engines for producer 


Qa, SiN 650000000000000000000000 387 
Repairs to the turbines of the U. S. scout 

oasicar SEIGIN 5 6d00000000000000000000 *228 
Republic disaster ......---+-se eee eeeeee *77 


Resistance, effect of bossing upon. Sadler *137 
Resistance of some full types of vessels... *319 
Revenue Cutter Snohomish. McAllister. *146 


Reversing engines, design of. ........... *465 
Reversing motor for launches and yachts. *72 
Riveted joints of cylindrical boilers..... *129 


Robert Fulton, Hudson River steamer... *269 
Roberts boilers, care and handling of.... 455 


Rock breaker, Lobnitz patent .......... *168 
Roma, Italian battleship. Attilio ....... *423 
Roma, Italian battleship, launch of...... *113 


Sailing ship, development of the. Walker *332 
Sailing ship, the American. Norton..... $23 
Sakura Maru, Japanese volunteer steamer. *203 


Salem, repairs to the turbines of the 

Wh SB Seow) GAGS o bon 00n0000e00000 #228 
Salvage job, a remarkable ............. *408 
Saturated steam, total heat of. Davis.... 151 
Screw propeller boat, the first......,.... *342 
Screw-propeller design, recent.......... *19 
Screw propeller, introduction commer- 

GEN 056500006000060000000000000000 865 


Scotch boiler, how to treat in order to 
obtain the best results. McAllister.... 437 

Seabury watertube boilers, regarding the 
OPEEINOS OH oo0000000000000000000000 449 

Selected marine patents. .*45, 83, 120, 159, 
201, 244, 285, 328, 379, 422, 464, 506 


Shafts, whirling of ...............-+.-- #147 
Shieldhill, bucket chodtee Bis levelotacaisteraveuete *216 
Shipbuilding and Engineering Company 

of Akers Mekaniske Verksted ........ *245 
Shipbuilding, Scotch, in 1908. Taylor... 103 
Ships, fastest in the world..... Naheestovetey's 97 
Sir Harry Bullard, barge-loading and 

hopper dredge .............. O00000n00 *190 
Slips, building, for the White Star liners 

Olympicuandmylitanicmerirrireltrlleletetls eo, 


Snohomish, revenue cutter. McAllister.. *146 
Society of Naval Architects and Marine 


Engineers, seventeenth annual meeting. 491 


Steam-whistle troubles. Drazit ......... *70 
Steam turbines, Swiss, for ship propul- 

sion and lighting. Perkins ....... p00) “alale 
Steamer Benjamin Noble............... *397 
Steamer Clermont ............. Mawel ateye - *829 


PAGE 
Steamer Cleveland, Hamburg-American.. “85 
Steamer Commonwealth ..............- *10 
Steamer Robert Fulton ......... s6a0000 *269 
Steamers, early war ........-2+++++-+:- *348 
Steamship Araguaya. Perkins.......... *138 
Steamship George Washington.......... *273 
Scandal Chain oooco000d00000000 *311 
Steamship Lady Fraser ............---- 134 
Steamship Lapland, Red Star Line...... *228 
Steamship Lurline. Bennett............ *106 
Steamship Minnewaska, Atlantic Trans- 
MORE ILM ododdcodo99000000000000000 *233 
Steamship Morea, twin screw, mail...... *28 
Steamers Otakise ay lor tereletlsrtei-leelerrsters afl 
Sicemgiyy Ours ooacooc90000000G0000¢ 151 
Steamship Paul Paix. Taylor.......... *30 
Steamship Princess Charlotte .......... *142 
Steamship Sakura Maru ............... *203 
Steamship Wauketarcetlecleeieseleieieio eleolerer *222 
Steamship Wilhelmina ................. *482 
Strength of knees and brackets on beams 
eraal Gaba, IERIE Gogococa90000000 *428 
Submarine torpedo boat Foca........... 109) 
Submarines, Krupp, for the Austrian 
NENA IROHIIES ocooobcc0cp900000000000 *398 
Submersibles, new Swedish and Danish.. *473 
Suction dredger, German .............. *191 
Suction-gas plants, Dutch marine....*408, 442 
Suction of vessels, some model experi- 
ACHES Oe ALERAWR oo00000l000000000000 *315 
Superheated steam in marine work. 
IROMEM b00000005000000000000 *249, 290, 384 
Taylor watertube boiler, handling of.... 447 
Telephone equipment, Lusitania ........ *33 
AERC, Tee or IELEENKIN sogconcd0c00d00000 *153 
Thornycroft boilers, various types of.... 463 
Thrust and journal bearings............ 152 
Thrust-bearing problems, graphical solu- 
(HON Oi, ERSTE 6 00a0000000006000000 *406 
Torpedo boat, a new type. Maxim...... *92 
Torpedo boat destroyer Mohawk........ *140 
Torpedo cruiser Piek-i-Schevket......... *428 
Torpedo, the automobile, of to-day...... “BY? 


Total heat of saturated steam. Davis.... 151 
Towing tanks, development and present 


StatusmoLmbiveCrettmeetleeltelictlerete *35, 63, 98 
Tramp steamer, American.............. *170 
Trials of destroyer Cossack. Watts..... *256 
Tere Wie 1 SewK?s oo od00d0000000000 *68 
Turbine reducing gear ................. 399 
Turbine steamer Creole, statement regard- 

ATM e area renee steacetetatohe toevarereierstohelefel sfeosoue 309 
Turbine steamer Otaki. Taylor ........ H/T 


Turbines, Curtis, for the North Dakota.. *184 
Turbines for ship propulsion and light- 

rbekey, Shine letastS) ogaancccanc000000 *114 
Turbines, Parsons marine, operation and 


management of as practiced on U. S. 


S Guess, WEES soodousc0gda000600 *390 
Turbines, practical experience with Par- 

sons type ...... 000.000000000000000000 e218) 
Turbines vs. combined reciprocating and 

turbine propulsion, economy of........ 396 
Turkish torpedo cruiser Piek-i-Schevket.. *428 
Turning engines, design of. Bragg..*400, 426 
United States battleship Delaware, launch 

Gi SOROS ODEO TOE On OU MEET ONO COGrE eb) 
United States battleship Delaware...... *465 
United States battleships, latest......... “SBAl 
United States battleship North Dakota.. *465 
United States battleship North Dakota, 

tu GDINeSMLOLMeE eee rarerrrereletereitehstere *184 
United States destroyer Flusser ........ *450 
United States destroyer Reid........... *450 
United States revenue cutter Snohomish. *146 
Victory, Nelson’s flagship. Pinhorne... *357 
WViargsteamensmeatlyarmierleeiietetereisicielelelctehe *348 
WiatrionotGreatebritainmeperideeieieirete *352 
Warship development, recent. Taylor... *3869 


Warships, types of omitted in recent pro- 
grammes of naval construction. Brassey *207 


Watertight subdivision. Liddell......... 217 
WiatiketamsteamsShipmrerrriideiieiicieiiciteits *992 
Western river steamboats............... *344 


Wisner, SWSWOS ooococ0000gn00000000 *309 


International Marine Engineering iit 


PAGE 
Wiis OF AMEHS 50000000000000000000 *147 
Whistle troubles. Drazit .............. *70 
White, Sir William Henry ............. *283 
Wilhelmina, new steamship............. *482 
Yarrow watertube boiler, proper methods 
of operating and caring for........... *435 
BREAKDOWNS AT SEA. 
Ballast donkey pump, breakdown of..... *302 
ROWE? GOROSONX coooscc000000000000000 456: 
Breakdown of a reversing gear.......... 457 
Broken air-pump links .......... SGtOTO *410: 
Broken check valve. Howe............. 303. 
Broken coupling bolts on a marine shaft. 265 
Inwlkn ibtak eeewP mol, oGo00000000000000 *304 
Broken slide-spindle block ............. 264 
Broken turning wheel. Brown.......... *301 
Chime whistle, steam and water test of... *488 


Circulating valves. Starkweather....... 457 


Circulator piston, repairing a broken.... *263 
Cracked boiler head, repairing a......... *303 
Crank-shaft of a triple-expansion engine, 
FREOENERS UH) conoaavcdn0ocd00d0D0 0005000 414 
Critical forty minutes. Stokes.......... *410 
IDA SNAT TENE NS Go60000d00000000000 487 
Evaporator, use of in port.............. 304 
Feed pipe, temporary repair of.......... *303 
Fracture in propeller shafts............. *415 
Hracturesotmantallushatta-telerel-relsterelrers . 264 
How to run an engine with a Broken 
high-pressure slide rod..............- 264 
Intermediate shaft, repairing a. Chief.. *302 
Machining a stern tube. Burns......... *412 
Main steam pipe, trouble with.......... 413 
Method of closing a large sea valve in an 
Gmapeay  INELCHI s65cccacc00000000 *412' 
Novel steamship repair................. 457 
Overheated tunnel bearings ............ 457 
Propeller shafts, fractures in. Seager.. *415 
Raising wamsiunkenmtuoierlererrelcderereelerereke *488 
Repairing a broken crank-shaft at sea... *487 
Repairing a cracked boiler head......... *303 
Repairing a broken circulator piston..... *263 
Repairing a broken stern gland at sea.... *262 
Repairing a broken thrust shaft. Curtiss. *410 
Repairing an intermediate shaft. Chief.. *302 


Repairing a broken turning wheel. Brown *301 


Repairing broken air-pump links........ *410 
Repairing the crank shaft of a triple-ex- 

PENSAR Geb 400056000000000000000 414 
Repairs to a broken slide spindle block.. *264 
Repairs to main engine under way...... *488 
Repairs to sea cocks, etc. Halsey....... 414 
REE Ho) S SL Sesh oosoc4000e0000 *304 
Reversing gear, breakdown of ......... A457 
Sea cocks, repairs to. Halsey ......... 414 
Sewermeashinebollersmermerrireierreteera CIO 457 
Stern gland, repairing a broken........ *262 
Stern tube, method of machining. Burns. *412 
Strange noises in the cylinder of a ma- 

Saba Galena GooorndeosquosoasuonaHoN0G *301 
MarlechattmiracturemOnmer elitist. *264 


Temporary repair of a fractured feed pipe *303 
Thrust shaft, repairing a broken. Curtis. *410 


Trouble with frozen pipes. Speedwell... *413 
Trouble with the main steam pipe. Stark- 
WRENS doagoodonandbedouad60don0s00 413 
lUOniquexexperiencemneiiriteeceireireleleiels 412 
Use of the evaporator in port........... 304 
Use of wood for breakdowns on board 
J) cocosgveoso0an0obg00 D0b0b0Ob0bN *263 
Wood for breakdowns on board ship.... *263 
COMMUNICATIONS. 
Explosion on board the Foca. “B”..... 243 


Fastest ships in the world. E. M. Dixon. 200 
Government versus private work. Wright 119 


Jet propulsion. Akimoff ............. 6 82 
Regarding producer-gas boats. Brakel.. * 327 
Regarding the Indomitable. Hall....... 243 
Robinson’s rotary cutters and suction ap- 
PARAS,  IRGOAGOA odo00c000d00006000 258 


iv International Marine Engineering InpDEx, Vor. XIV. 
EDITORIALS PAGE PAGE 
; cAe PAGE = Jet condenser. Wheeler Condenser & En- Producer gas motor boat, results with.... 262 
A century’s progress in steam navigation. 374 | gineering Con les ae copies *461 Progress of naval vessels. .42, 80, 118, 156, 
Advancement of nayal architecture..... 154 Life preserver, A Bw. Lane x DeGroot. *42 198, 240, 282, 324, 421, 343, 460, 502 
An innoyation -..+--1.1++ ss seers ee eee + 154 Tock nut. Vickers & Maxim, Ltd...... *504 Reports of the Bureau of Navigation..... 327 
Boiler-room aU Of (GR OR GNU Dt BSIGGOOS 458 Lubricating box for propeller tail-shafts. Secretary of the Navy Meyer........... 217 
‘Combined reciprocating and turbine ma- Caskiyaill 2 SGA s55000c0000000 cous “BAB Shipbuilding in the United States...... 74, 327 
Chin€ry - esse eee reece cette eee ete 417 Marine gasoline engines. Clifton Motor Spanish Navy, programme for reconstruc- 
Dredges ...+-.+.+-+-+--- CAVEHVIOGO FC IoD 196 Works) aires seve a Geavelnve ott Laie dye ae Ee *418 LOM COL I stacvey eters para romero yee LTO, 
Electricity for the propulsion of ships... 500 Marine ranges, steel plate. Hutchinson. *377 Steamship Savannah, first to cross the At- 
Further scout cruiser trials............. 323 Mechanical stoker, underfeed. Underfeed JETRO. OCA consooacoaosonsncadoaecc 343 
(Gas-propelled motor boat PRE SORIGSR CGD D0 116 Stoker (Gonedjatecmeree oer ee *157 Steel single-screw steamer ............. 188 
Government versus private work........ 40 Metallic packing, “Duval.’”? Power Spe- Suction-gas tugboats on the Rhine.....:. 448 
Hudson-Fulton memorial issue ......... 322 cialty - COs pry anette Soe eer *377 Summer meeting of Naval Architects’ So- 
Indicators .- +11... sees sees e eee eee oe Weeds, IIe) GX scococosscvasccac5ce *420 CLELY: } eilecsisrons SUAS erence ee Ceneee 258 
Large ships and ocean travel ........... 154 Oil cup, loose pulley. Lawson Mfg. Co. *156 Surprise, first successful hydroplane .... 35 
Loss of the Republic ............+-++-- 79 Oil cup, United States Metallic Packing. *460 Transatlantic records, Lusitania ........ 397 
Model towing tanks ........+-...---- 41 Overload detector for cranes, patent. Transatlantic record, Mauretania ....... 113 
Motor-boat show ..-.....+.--+2.+-++0- EG Samuel Denison & Sons.............. +1158) of My pemoLitenny nacmeractcr ete eee erin 200 
Naval boilers .........-+-.. siserereteneystekess 197 Pipe fitting, union-clutch. Sight Feed Ventilation by induced currents ........ 27 
Notes on producer-gas operation........ CuO Oil ParmpnCor space ecto *43 
‘Outlook in shipbuilding..........:...... 155 Piston rings. Standard Piston Ring & TECHNICAL PUBLICATIONS. 
oSITs/ 04 CA BONO a gavsecgoast ge Engineering Co. .................... *284 Boys’ Book of Steamships. Howden.... 120 
Practical results with marine producer gas : Planer, “Top Speed.” Batéman’s Ma- CGA WERES, TOTO. .cccssconses 45 
ENG nebo 0 RONAN Ue PPM AS ee Seay. f 322 chine Tool Co. ....................-. “42 Compressed Air Work in Diving. Boycott 378 
Dns ctr AA ae tLe Pump governor, excess. Foster Engi- Design and Construction of Ships. Biles. 120 
BBWS 26560660 000000090c0000000000000 av MaBING COs cooosccaccodceoog0nt *242, *199 Directory of Shipowners and Marine En- 
Revision wots the nited States tlaws silat, Releasing device for lifeboats, “Wicks.” CG, TEND cana socusodnosesuoooaae 282 
nectis tue eae SATION erie aS peat David Kahnweiler’s Sons............. *376 Economy Factor in Steam Power Plants. 200 
‘Scout cruiser trials 6000000000000090000 237 Rotary cutters and suction apparatus. Diematrey Dene Dadian, Rl sons. i 
Successful Cruise 522s sss ee eee Sorte 116 TP aL ee mera *O85 Com ibe Anum ae HONE: 55. WO 
Stearate Seipoceilchis materials es: 286 Searchlight, marine electric. Carlisle & Engine Lathe Work. Colvin........... 505 
Steam engine indicators for marine work. 416 inch iGownprecncorcuceeee three re *461 Erecting Work. Collins .............- 45 
‘Superheated GGA soococ01000000000000 280 Selfanchoring)) life-saving maajectilel MNS Giinn, TOW, Tate casoscconce. Agr 
Mocatety Hs MOP MESSANEN, WAIES 60000090 286 Myers-Rogers Projectile Co........... "81; 'oRlagVSheeb lac eeen eee a meee 243 
Trade papers in Europe ....-.....+.-.. 41 Sighting attachment for levels. Starrett. *284 Chs DG me, ORES ooscccosduvccvoca0d 200 
Vivinens r@uikel OH! ClOGoc0000505000000000 280 Gteamiiturbines MernyiSteam) Murbine Gon sa4 General eiectuncenooen ec ticrinmeiacen 
Steering engine, automatic. Bergsen.... *241 ing. Steinmetz ........ Pena Mactiinia: 200 
Steering engine. Century Engineering Girl and the Motor. Ward............ 83 
ENGINEERING SPECIALTIES. (COs boocco0coodensn no a00dbuDaesG0600 *419 Great Lakes and the Vessels that Plough 
Air compressors. Dallett & Co......... *156 Steering engine. Lidgerwood Mfg. Co.. *376 Tihernde CurwO0o dw ee 327 
Air pump, an improved type of marine. Stop valve, non-return boiler. Lunken- History of New York Shipyards........ 379 
G@. H. Wheeler Mfg. Co.............. *378 Ing (Ce Sosccaccdsc00ado00000c006 *241  Tnternal Combustion Engines. Wimperis. 243 
Bit for boring square holes, triangular. Straub two-cycle Scavenger Engine. Page Knocks and Kinks. Collins ........... 44 
Radical Angular rill €o-......--.....- *80 DAAEING CO coocovocovc00000000¢ *503 Les Flottes de Combat en 1909.......... 159 
Boilers, Blake patent. Blake Boiler, Taper gauge. L. S. Starrett COoc5c000 :. *460 Logarithms for Beginners. Pickworth... 44 
Wagon & Engineering Co............ *461 Tool-makers’ buttons. L. S. Starrett Co. *460 Machine Drawing and Design for Begin- 
Bolt forcer, patent hollow-ram hydraulic. Towing machines for dredging operations. ners: .,Spooner exercise 282 
OUD ES Sari CeO Ce eee *42 American Ship Windlass Co.......... *118 Machine-Shop Calculations. Colvin..... 44 
Boltless improved boiler-furnace front. Turbine planing machine, Geo. Richards Machine Shop Drawing. Colvin,....... 504 
Economical Forced Draught & Engi- & (Q, coccgvocac00go0000 000 9000b0900 *118 Marine Engineering. Somerscales ...... 379 
TICETIN BAe COs aiaeepelctavourigllectevarerarertere *240 Universal bevel protractor. Starrett Co. *284 Marine Propellers. Barnaby .......... 120 
Bronze, brass, aluminum and babbit metal Universal plate, bar and angle shear. Marine Steam Turbine. Sothern....... 327 
for marine work. Vanadium Metals Co. *462 Covington’ Machinei@or 2. -5. 2... 4 --1 *418 Mechanical World Electrical Pocket-book 
Calibrating apparatus for gages. Watson- Wrench, automatic. Webb & Hildreth *157 fOr 909) eve wvasccdeeer Cot hee miraeteoeiane 45 
Syribimemd CO; sooccedssccvsaccoaoan0cs *502 : Mechanical World Pocket Diary and 
(Chibinons, Sheweciss CO, acconcuacg0000000 *285 PARAGRAPHS. Weave IBook itor UND 6 cosoccc000G00000 45 
Carpenter’s scratch gage. L. S. Starrett. *460 IAN EEROT AS eta hee BE eee 91 Notes and Drawings of a Four-Cylinder . 
Check valve, bronze swing. Nelson..... *198 Argentine battleships .................. 136 Petroljbngines sspooner ee onsen 158 
Coaling device. Lidgerwood Mfg. Co... *876 Change of address of the Southeast Coast Oil Micwors, Intel soccoonsoDo 00006 199 
Coil clutch for marine reversing gear. Institution of Engineers and Shipbuild- Pipes and Piping. Collins ............. 45 
Coll Oh CO sooscgoosscdn0s0a00000 *325 Py EG io Te Oe orn SO oo ond ah oe ees 230 Pumps Collinsmepreienrets a herevehehevsrareterniets 82 
Condenser, multi-jet eductor. Schutte Combination “reciprocating engines and Reed’s Engineer’s Hand-Book.......... 826 
Ge Iostiby (COs, cococccoocp00g9000008 *240 turbine-drivenmshipsmeeeeeeenaer ricer 402 Reed’s Polyglot Guide to the Marine En- 
Conveyers, portable electrical. Spence... *43 Cunard steamship Lusitania ............ 397 FIND! \Gin'c.gaa0000006000000000600000000 421 
Crude oil engine. Road & Rail Engineer- Decrease in American shipbuilding...... 415 Resistance and Propulsion of Ships. Du- 
bey, Ii, so Jooanacansc0000G0000000% *502 Effect of increase of vacuum from 24 to Salmi Ch FY en eG ee ees SGtaispoueravers a 249, 
Ejector, Lunkenheimer Co.............- *158 OS inchesy soe ee eee 67 Soren Propslise Seeti ,nolsbaccc0cc00 378 
Engine, vertical, paraffin. Reavell & Co. *284 Expenditure for round-the-world cruise.. 217 Saaie Covrendors, Collins oocooodcov0ce 83 
Face-grinding machine. Emmert Mfg. Co. *80 First steamship to cross the Atlantic Slide Valve Motions for Marine Engi-  , 
Fans, Sirocco. American Blower Co.... *198 Ocean ky niiclys laeeteters ok leaner ci on etonste 343 MISS WOREEEOD coocccocdnenccoadec 504 
Fillet or radius gage. L. S. Starrett Co. *198 Fulton ‘exhibit, Engineering Societies Star Improved Steam Engine Indicator.. 82 
Furniture, cane, for ships. Harry D. buildings Cesena cee eee enone 421 Steam Boilers. Peabody and Miller.....° 82 
Reach wer.t met Se teislsle ote vaverebnererenentolatote *325 Institution of Naval Architects, annual Steam Power Plant Piping System...... 378 
Grease extractor, feed-water. American THECELN Bie aes eee re aa Ae ee 112 SteammenurbinessssCollinseer yearn 288, 421 
Steam Gauge & Valve Mfg. Co........ *241 Japanese mercantile marine ............ 279 Steambdhurbines se Moyerserylelvereirieiiee 120 
Heat non-conducting material. Matthew Isauncheotethemsaom batt oats 249 Story of the Submarine. Field......... 159 
iKacwerm & Coy, igh covcscoosco0ee0b6 *43 McGraw-Hill book department .......... 327 Suction-Gas Plants. Smith............. lS) 
Hoist, electric. Scott & Co............ “ATO WICC). SEXED TNISE Godcoadavoonsdcson0ds 218 Tables and Diagrams of the Thermal 
Indicator. American Steam Gauge & National motor-boat show .............. 383 Properties of Saturated and Super- 
WEG INTs (CO, cabovohoussoooddcuos *504 Naval programme, United States, for 1909 59 heated Steam. Marks and Davis...... 327 
Indicator. Casartelli & Son............ *463 Obituany sentir ils 45, 120, 159, 327 Tables of Pronerties of Steam and Other 
Indicator, McInnes-Dobbie ............. *420 Personals) asijeseteicmloeee iste eee 82, 248, 304 Vapor and Temperature Entropy Table. 248 
Indicator. Star Brass Mfg. Co......... *420 Power developed from one pound of Textbook of Theoretical Naval Architec- 
Indicator, Tabor. Ashcroft Mfg. Co..... *462 steamy of cease eee vo000000060 67 ERE,  AMHNKOOE co pocccocansccouaacoe 158 


se! hin, 


International Marine Engineering 
JANUARY, 1909. 


RECENT ADDITIONS TO THE ENGLISH FLEET. 


With the launch at the Devonport dockyard on Novy. 7, 1908, 
of the battleship Collingwood, England now has in the water, 
including the ships of the /nflexible class, nine Dreadnoughts. 
One more will probably be launched the first of the year, and 
two others, which were authorized in the naval estimates 
of 1908-1909, will probably be laid down soon after the first 
of the year, so that by 1911 Great Britain will have in com- 


pressure astern and cruising turbine. Provision is made for 
900 tons of coal at normal displacement and 2,000 tons at full- 
load displacement.:* Oil fuel is also to be carried, and the 
boilers are to be equipped for burning both oil and coal. 

All that can be stated definitely regarding the armor of this 
vessel is that the main belt is to be 11 inches thick amidships. 
The total number of guns which the Collingwood will carry 


FIG. 1.—H. M. S. BELLEROPHON LEAVING PORTSMOUTH DOCK-YARD FOR HER OFFICIAL TRIALS. 


mission a fleet of twelve ships of the Dreadnought class 
aggregating about 169,350 tons. 

The Collingwood, which, with the St. Vincent and Van- 
guard, was authorized in the naval estimates of 1908-1909, 
was laid down Feb. 3, 1908, and is to be completed Feb. 3, 
1910. Her principal dimensions are: Length (waterline), 
530 feet; beam, 84 feet; mean draft, 27 feet; with a displace- 


ment of 19,250 tons, or 1,350 tons more than the original 


Dreadnought. She is to be propelled at a speed of 21 knots 
by four screws, driven by Parsons turbines, the steam for 
which is supplied by Yarrow large-tube boilers. The total 
designed horsepower of the turbines is 24,500, and the ar- 
rangement of the turbines will be practically the same as 
that on the Dreadnought; that is, each of the outboard shafts 
will be driven by one high-pressure ahead .and one high- 
pressure astern turbine, while the inboard shafts will have 
three turbines each, namely: the low-pressure ahead and low- 


has not been made public, but it is understood that her bat- 
tery will consist of ten 12-inch guns, 45 calibers long instead of 
50 calibers, as has been frequently reported; while her 
secondary battery will probably consist of sixteen or twenty 
4-inch rapid-fire guns and several machine guns. 

The first battleship of this class to be launched was the 
St. Vincent, which is being built at the Portsmouth dock yard. 
She was laid down in December, 1907, and is similar to the 
Collingwood in all respects except that she is to have Babcock 
& Wilcox boilers in place of the Yarrow type. The third ship 
of this class, the Vanguard, is being built at Barrow by 
Vickers Sons & Maxim. Work has progressed on the Van- 
guard to such an extent that she could be launched at any 
time but for the widening of the passageways to one of the 
docks. While little is known regarding the details of this 
ship, it is thought that she is to have a slightly larger dis- 
placement than the other two. The propelling machinery is 


2 International Marine Engineering 


to be the same as that of the Collingwood, with the exception 
that Babcock & Wilcox boilers are to be installed in place of 
the Yarrow type. Not only is the hull and machinery of this 
ship being constructed by Vickers Sons & Maxim} but the 
guns and armor as well, so that the entire ship down to the 
smallest detail will be the production of this company. 

_ Only one of the three improved Dreadnoughts authorized in 
the naval estimates of 1906-1907 has been completed, and that 
is the Bellerophon. The construction of the other two ships 
of this class, the 7éméraire and Superb, has been delayed 
ssomewhat on account of strikes on the Northeast coast, where 
the machinery is being built. The details of these ships can be 
stated more definitely than those of the St Vincent class. 


JANUARY, 1909. 


trial she averaged 22 knots, the total horsepower of the tur- 
bines being 23,000. 

Many rumors have been current regarding the design of the 
new Dreadnought provided for in the estimates of 1908-1900, 
and which is soon to be laid down at the Portsmouth dock- 
yard. The probabilities are, however, that this ship, which 
is to be named the Foudroyant, will not be equipped with the 
£3.5-inch gun which many have predicted, but will retain the 
12-inch gun, and in design will be simply an improved St. 
Vincent rather than a radical departure from this type. It is 
likely, however, that the arrangement of the 12-inch guns will 
be changed, not only so that all ten guns can be fired on a 
broadside, but also so that the guns of the middle center 


FIG. 2.—H. M. S. DREADNOUGHT AND A VIEW OF HER AFTER-DECK CLEARED FOR ACTION. 


Their normal displacement is 18,600 tons, or 650 tons less than 
that of the St. Vincent class. The length on the waterline is 
520 feet; the beam, 82 feet; the mean draft, 26 feet 3 inches. 
The armament consists of ten 12-inch guns, 45 calibers long, 
and sixteen 4-inch quick firers. There are four submerged 
broadside torpedo tubes, and one submerged torpedo tube at 
the stern. The waterline armor belt is 11 inches thick amid- 
ships, tapering to 6 inches forward and 4 inches aft. The 
upper belt is from 8 to 6 inches thick, while the turrets are 
protected by 8-inch armor and the barbettes by 12-inch armor. 
The protective deck is 234 inches thick on the slopes and 
134 inches thick on the flat. The main engines of these ships 
are Parsons turbines, having a total horsepower of 23,000, 
«designed to drive the ships at a speed of 21 knots. The coal 
‘capacity is the same as that in the St. Vincent class. Babcock 
& Wilcox boilers are fitted on the Bellerophon and Superb 
cand the Yarrow type on the Téméraire. 

It is reported that on her recent trials the Bellerophon at- 
tained a speed of 19 knots on four-fifths of her designed 
thorsepower, and that on her eight-hour full-power steam 


line turret can be fired over the after turret, as is the case on 
the South Carolina of the United States navy, and on the new 
Brazilian battleship Minas Geraes. If the turrets are to be so 
arranged that all the 12-inch guns can be fired on either 
broadside, it will mean that the two center turrets, which, in 
the St. Vincent class, are placed opposite each other on either 
beam, must be mounted em echelon, as on the Inflexible class. 
In this case it is probable that these two turrets would be on 
the same level as the forward turret on the forecastle. The 
manner in which the guns on the Inflexible class can be 
trained-on either broadside is well illustrated in Fig. 4, which 
shows the upper deck of the Indomitable. The arc of fire for 
the guns arranged in this way is somewhat limited when 
trained across the ship, but it is sufficient to make them 
available for broadside fire. 

Turning now to the powerful cruisers of the Inflexible 
class, which we have included in the squadron of Dread- 
noughts on account of their great speed and heavy gun power, 
we find that, with the exception of the one provided for in the 
estimates of 1908-19090, all of these battle cruisers have been 


JANUARY, 1900. 


International Marine Engineering 3 


FIG. 3.—THE BATTLE CRUISER INDOMITABLE, 


completed and have finished their trials. The Indomutable, 
which has been described at some length in previous issues of 
this magazine, has been in service long enough to: attain a 
world-wide record for speed. The Inflexible, built at the 
Clydebank yards of John Brown & Company, was commis- 
sioned Oct. 20 at Chatham; while the Jnvincible, built by Sir 
W. G. Armstrong, Whitworth & Company, Newcastle-on- 
Tyne, has just carried out her trials. She is reported to have 
attained a speed of 25 knots on seven-tenths of her full power, 


and a speed of 28 knots on her eight-hour full-power trials. 

These ships are not only the longest warships afloat but 
also the fastest and most heavily armed cruisers in the world. 
Their displacement is 17,250 tons; they have a length on the 
waterline of 560 feet; a beam of 781% feet, and a draft of 26 
feet. Parsons turbines, designed for a total horsepower of 
41,000, have been installed in each ship, steam being furnished 
by Yarrow watertube boilers in the case of the Inflexible and 
Invincible, and Babcock & Wilcox boilers in the case of the 


FIG. 4.—UPPER DECK OF THE INDOMITABLE, SHOWING MANNER IN WHICH 12-INCH GUNS CAN BE TRAINED ACROSS THE SHIP.. 


4 International Marine Engineering 


JANUARY, IQvg. 


FIG. 5.—LAUNCH OF H. M. S. ST. VINCENT AT THE PORTSMOUTH DOCKYARD. 


Indomitable. Designed for a speed of 25 knots, all three Building Slips for the New White Star Liners Olympic 


ships have greatly exceeded this speed on their trials. The 
mormal supply of coal is 1,000 tons, and the maximum supply, 
2,000 tons; oil fuel is also carried, and the boilers are de- 
signed to use oil in conjunction with the coal. ; 
The armament of these vessels, which is the main reason for 
‘classing them as Dreadnoughts, consists of eight 12-inch guns 
45 calibers long, mounted in pairs in turrets, so that all eight 
guns can be fired on either broadside, and six of them either 
directly ahead or directly astern. The secondary battery con- 


and Titanic. 


The preparations which are being made in the Belfast yard 
of Harland & Wolff for the building of the largest vessels 
afloat are noteworthy. The new White Star Liners’ gross 
tonnage will each approximate 42,000 tons, with a displacement 
of 60,000 tons, as against 17,274 tons gross of the Oceanic and 
31,938 tons of the Mauretania. The cost of the new liners 
will exceed by £50,000 ($243,325) that of the big Cunarders. 


FIG. 6.—SIDE TURRETS AND BRIDGE DECK OF THE DREADNOUGHT. 


sists of sixteen 4-inch rapid-fire guns and also three submerged 
torpedo tubes. The heaviest armor is 7 inches thick at the 
waterline amidships. This tapers to 4 inches at the bow. 

It is interesting to note that the old Inflexible, which was 
a ship of 11,880 tons, 13 knots’ speed, built in 1875, was one of 
the first warships to have her guns mounted en echelon. She 
carried four large guns in pairs in turrets, the starboard pair 
being ahead of the port pair. This condition is repeated in 
the new IJnflexible and her sister ships, where the center 
turrets are mounted in this manner. In the new Inflexible, 
however, this arrangement permits the guns to be fired on 
either broadside, whereas in the older ship this was not 
possible. 


The alterations and additions which have been in progress 
at the yard since October, 1907, include an enormous double 
gantry over the two new slips on which the keels are to be 
laid, the erection of a floating crane, and the introduction of 
the most modern hydraulic and pneumatic plant, electrically 
driven. Improvements have also been carried out in various 
departments of the shipbuilding and engineering sections. 

The great double gantry is now nearing completion in the 
north yard, which is to be utilized in the building of the hulls, 
This structure, which has been erected by Sir William Arrol & 
Company, Glasgow, the builders of the Forth Bridge, consists 
of three vertical steel structures, placed directly over the 
three berths on which the firm’s largest vessels have been 


JANUARY, 1909. 


International Marine Engineering 5 


FIG. 7.—25-KNOT SCOUT CRUISER FORWARD AND ARMORED CRUISER MINOTAUR. 


uilt. These three bays are being converted into two. The 
framework has a total length of 840 feet, with a width of 270 
feet. From the yard level to the top of the cantilever crane 
-which surmounts the structure the distance is 230 feet. The 


-framework columns are of lattice construction, and are 80 
é 


BATTLESHIP AGAMEMNON, OF THE LORD NELSON CLASS. 


feet apart, with girders connecting them longitudinally. The 
‘double gantry carries twenty-three cranes, electrically driven, 
so placed that any part of the berths can be easily reached. 
The cantilever runs the entire length of the gantry, and is 
-capable of lifting 3 tons at a stretch of 135 feet and 5 tons 
at a stretch of 65 feet, and carrying the loads to a height of 
sabout 180 feet from the ground at any point within a radius 


1,070 feet long by 285 feet wide. The speed capacities are: 
Lifting, 250 feet; slewing, 400 feet; traveling, 200 feet, and 
cross traverse of the truck on the crane, 150 feet per minute. 
There are three overhead travelers above each berth, and each 
of them carries two cranes capable of handling 1o0-ton trucks. 


BATTLESHIP BRITANNIA, OF THE KING EDWARD CLASS. 


At a lower level there are five side-walking cranes on each 
gantry, with jibs of 50 feet radius, each carrying 5 tons. Two 
of the higher level cranes nearest the water are fitted with 
eyes to lift 4o tons, and these will deal with stern frames and 
propeller brackets. The collective strength of the motors 
which drive the cranes is 1,600 horsepower, and 7,000 tons of 
steel have been utilized in the construction of the framework 


6 International Marine Engineering 


alone. The length of the two berths covered by the gantries 
is 1,000 feet each, and there is ground space between the north 
and south yards to extend them when necessary. 

The construction of the berths is interesting from the point 
of view of magnitude. Some 10,000 piles have been driven; 
the piles, which are of larch, pitch pine and Oregon pine, 
varying in length from 30 feet to 4o feet. Near the water’s 
edge an enormous dam has been fixed to the piles by powerful 
steel rods, while the tops of all the piles are reinforced by 
steel girders and old rails. A sheet of concrete envelops the 
entire surface, and at some parts it attains a depth of fully 4 
feet, the incline given to the beds being sufficient to ensure 
launching at a safe speed. 


DOCKYARDS VERSUS CONTRACTORS. 


The British shipbuilding trade and those “in the know” con- 
nected with it are much interested in two recent events. One 
is that the Admiralty have just placed contracts with private 
builders in England and Scotland for five second-class cruisers 
and seven destroyers. These cruisers are to be of 4,000 tons 
displacement each, and will have turbine-propelling machinery 
designed for a speed of not less than 25 knots. The destroyers 
are to have a speed of 27 knots. Of these cruisers three are 
to be built on the Clyde (by Fairfield Company, John Brown & 
Co., and William Beardmore & Co., respectively), one by the 
Armstrong-Whitworth Company, Elswick-on-Tyne, and one 
by Vickers Sons & Maxim, Barrow. Of the destroyers, two 
are to be built on the Clyde (by William Denny & Bros., and 
the London & Glasgow Shipbuilding & Engineering Company), 
one by the Thames Iron-Works Company, one by’ Hawthorn, 
Leslie & Co., Tyne; one by J. I. Thornycroft & Co., London, 
and two by White & Co., Cowes. The cruisers will cost about 
£350,000 ($1,703,300) each, and the destroyers about £100,- 
000 ($486,650) each, so that a total sum of about two and a 
half millions sterling ($11,900,000) is involved in these con- 
tracts. 

The second item of interest is that the Jndomitable, whose 
famous race across the Atlantic only a few short months ago 
won the applause of the world and the envy of other mari- 
time nations, has proved a_ perfect disappointment after 
passing through Admiralty Dockyard hands at Chatham for 
overhaul since her return from her record-breaking voyage. 

Now what is the connecting point of interest between these 
two items of intelligence? It is spelt in a single phrase, “Ad- 
miralty overhaul.” Nobody, anywhere, doubts for a single 
moment that each one of the private firms will deliver the 
vessels recently contracted for fully up to, and even beyond, 
the Admiralty requirements. What the Fairfield Company, 


for instance, proved that they could do in the case of the In-. 


domitable they will not fail to do with the new cruiser they 
are to build. And what the Indomitable could do, even be- 
fore her world-famous Atlantic run, was shown by the data 
from her official trials which were published in the August, 
1908, issue of this magazine. The speed contracted for was 
25 knots, and on her official steam trials she averaged 26.75 
knots, and on her long ocean run she averaged considerably 
over 25 knots. Since, however, she came out of Chatham 
hands, her speed has dropped notoriously—even to the extent 
(though a judicious official silence is maintained on the sub= 
ject) of 5 knots below the rate contracted for. 

This vessel was only taken over by the Admiralty after she 
had passed through a long course of official trials. These 
trials proved that she was perfect in every respect and more 
than up to contract, when handed over and formally accepted. 


JANUARY, 1909. 


She was placed in commission, and on her first voyage more 
than demonstrated the ability of the builders, and the wisdom. 
of the Admiralty in accepting delivery. She came back from. 
her voyage, was taken out of commission and sent to the Ad- 
miralty Dockyard at Chatham. If, then, she has now proved! 
a failure or a disappointment in any respect, the whole blame: 
must be with the Admiralty. And that is why the new con- 
tracts are being regarded askance. It is absolutely certain: 
that the vessels now contracted for will have the desired! 
speeds when handed over to the naval authorities, but what 
will they be afterwards? The new cruisers, like the In- 
domitable, are to be turbine ships, and Chatham is not the: 
only place where they seem to know nothing about turbines. 

The Indomitable is in more senses than one “The Ship of 
Mystery,” as she has frequently been characterized. She is a 
wonderful ship, but not the least wonderful thing about her 
is, that she has demonstrated to Admiralty officials the grand 
old “circumlocution office” principle of “how-not-to-do-it.” 
Why she was taken to bits when she was sent to the dock- 
yard nobody knows—outside Whitehall or Chatham, If her 
turbines needed overhaul, the proper people to do it were the. 
builders of them, who knew all about them—not the dock-. 
yard hands, who know nothing about turbines, and probably. 
not much about engines of any kind. The case, indeed, just 
serves to revive the old complaint that contract machinery is: 
taken to pieces at the Admiralty Dockyards just to enable the 
Admiralty engineers and officials to instruct themselves in 
their own profession—by finding out how cleverer and more. 
experienced men do their work. The instruction is doubtless, 
necessary and valuable—but it is extremely expensive. It is. 
open to doubt if a contract-built ship ever went through a; 
dockyard overhaul without coming out the worse for it. That 
is to say, these Government officials are much better at taking: 
a contract engine to pieces than they are at putting it to- 
gether again. If all tales are true, the Indomitable’s turbines: 
were more than they could manage, and yet they are about to, 
attack the Inflexible in a similar manner. 

It seems about time the British public wakened up to the. 
way in which their money is being wasted at these Govern- 
ment establishments. A good many people in the shipbuilding: 
trade think it would be better, and certainly cheaper, for the- 
country if these establishments should be shut up altogether: 
The instance cited seems to confirm that view. Many people. 
think it would be unwise to shut up the Government Dock- 
yards altogether, maintaining that they should be reserved for 
repair work only—not for constructive work. It is just in 
this so-called repair work, however, that they are doing the 
mischief—spoiling the handiwork of people who do know 
their business, in order to instruct people who do not know it, 

The writer is giving voice to a standing grievance in the 
British shipbuilding trade. It is not the engines alone that 
are, or may be, ruined by the pottering about and tinkering of 
amateurs who would be experts, but all sorts of details are 
interfered with. A private builder knows exactly. where to 
get the best of everything he needs for his engine room, his 
boiler room, his stokehold, his shaft tunnels, and so forth. He 
doesn’t need any Admiralty official to teach him where to get 
the best material for his purpose, but whenever the Admiralty. 
official gets his finger in an overhaul he can reject wholesale— 
at the public expense—this, that and the other detail care- 
fully thought out and judiciously provided by the contractors, 
in order to replace it with some fancy pattern supplied by- 
some friend of his own. Each of these little details—as, for 
instance, boiler covering—may be small in itself, but in the 
aggregate they mount up and unconsciously swell the Ad- 
miralty estimates for repairs. And the trouble is, that with 
so much waste of money, the dockyard repair too often spells 
misfit. 


JANUARY, 1900. 


MARINE ENGINE DESIGN. 


BY EDWARD M. BRAGG, S. B. 


STEAM SPEEDS AND VALVE DIAGRAM. 


The steam speeds commonly given for engines are based 
upon the piston displacement. The volume of steam entering 
a cylinder is assumed to be the volume given by the product 
of the piston speed and the area of the cylinder. Steam 
speed 

AX PS 


? 


a 
where A is the area of the piston in square inches, and a is 
the area of the passage in the same units. The width of the 
port in the direction of motion of the valve should be from 
0.6 to 0.8 of the eccentricity. 

The eccentricity is usually given in inches, half inches, or 
quarter inches, so it is well to start the solution of the valve 
gear problem by assuming an eccentricity appropriate to the 
size of the engine. 


500 T,000 2,000 5,000 
TepElepEOienginess- to to to to 
1,000 2,000 5,000 10,000 
Eccentricity: 
H. P. and M. P..... BOS” BNA AN wo ie Hee iio) GY 
Ikp Poooocdconecouo ato 33” 3k” to gi” 4”to5” 44” to 54” 


In order that the low-pressure valve may not be too broad, 
when a slide valve is used, it is sometimes necessary to. make 
the valve double ported, and to increase the eccentricity. The 
breadth of the passage, going from the face of the slide valve 
to the cylinder, must be not more than 0.85 D to 0.95 D, where 
D is the diameter of the cylinder. The port area necessary 
will depend upon the steam speeds, and the steam speeds must 
be selected with reference to the desired economy. The steam 
speeds should be about as follows for engines whose design 
factor is 0.7 or more: 


Main steam pipe............. 6,000 to 7,200 feet per minute. 


“aoxtile WAINCoocoa000a80cc0d 5,000 to 6,000 feet per minute. 
tH Medium- 
i \ High-pressure pressure Low-pressure 
cake Ports. Ports. Ports. 
Entering steam...... 5,000 to 6,000 6,000 to 7,000 7,000 to 8,500 
Exhaust steam....... 4,000 t0 5,000 5,000 to 6,000 6,000 to 7,000 


Exhaust to condenser. 6,000 to 6,500 
Engines whose design factor lies between 0.7 and 0.6 can 


have the following steam speeds: 


Mainisteampipesesee sce... 
sUhrottlenvalvc=eeeeenrrerner 


6,500 to 7,500 feet per minute. 
5,500 to 6,500 feet per minute. 


Medium- 
High-pressure pressure Low-pressure 
Ports. Ports. Ports. 
Entering steam..... 6,000 to 8,000 7,500 to 10,000 9,000 to 13,000 
Exhaust steam......5,000 to 6,000 6,500 to 8,000 8,000 to 10,000 


Exhaust to condenser 7,000 to 9,000 


It is best to select the speed of exhaust steam, and from 
this get the necessary area of ports by means of the formula: 


AX BS 
ne 
speed of exhaust 
A = area of cylinder; 
PS = piston speed. 

The breadth of the port having been taken from 0.85 D to 
0.95 D, and allowance having been made for the ribs, the 
width of port can be found. If this is from 0.65 E to 08 E, 
where E is the eccentricity selected, the valve can be single 


; (47) 


where 


International Marine Engineering 7 


ported; if more than that, it will be best to make it double 
ported, and to decrease the breadth of port so that each port 
shall be from 0.65 E too.8 E. The speed of the entering steam 
cannot be selected arbitrarily, but will be determined by the 
maximum port opening obtained from the valve diagram. 

Entering speed steam: exhaust speed:: maximum port 
opening: width of port. ‘ 

If the speed of the entering steam does not come within 
the limits given, the eccentricity or the width of port should 
be changed. ; 

The area of the pipe, if one is used, or of each pipe, if 
two are used, going from one cylinder to the next, should be 
intermediate between the area of the exhaust ports in one 
cylinder and the area of the ports at maximum port opening 
in the next cylinder. 

When piston valves are used, the breadth of the steam pas- 
sage does not have to be considered, as the steam is admitted 
around the circumference of the valve, and the passage can be 
so designed as to take care of any reasonable diameter of 
valve or valves. In the slide valve, allowance has to be made 
for two or three ribs in the passageway; so, in the piston 
valve, the entire circumference of the valve is not clear 
opening. Bridges have to be carried across, to prevent the 
rings of the piston valve from springing out into the passage- 
way, and these bridges usually take up about a quarter of the 
circumference. Allowing for this, the diameter of the piston 
valve can be obtained from the formula: 


IP Sk PAS SK G 
es 
Vx W 


(48) 


D = the diameter of the cylinder in inches; 
PS = the piston speed of the engine in feet per minute; 
V = the velocity of the exhaust in feet per minute; 
W = the width of the port in inches; 
c¢ = 0.333 for 0.75 of the circumference clear opening; 
0.357 for 0.7 of the circumference clear opening; 
0.312 for o.8 of the circumference clear opening. 


where 


and 


The lead upon one end of the valve must be assumed before 
the yalve diagram can be started, The lead upon the top end 


E 
of the cylinder is generally made about ——, and the difference 
6 
in the cut-offs is so chosen that the lead upon the bottom 
shall be 1g inch more. Both leads cannot be assumed if the 
cut-off positions are assumed; one lead can be assumed and 
the other worked out. 

The eccentricity gives us the radius of the circle ABCD, 
Fig. 45. After drawing the two axes AB and CD at right 
angles, an arc can be struck from A with a radius equal to the 
assumed lead at the top. The cut-offs which were calculated 
for the cylinders at the very first are the mean cut-offs of the 
two ends of the cylinders. Equality of cut-off in percent of 
the stroke is never attempted in marine engines, where the 
ratio of connecting rod, length to length of crank, is so small 
that an impractical inequality of lead would result. 

The cut-off on the down stroke is usually 7 or.8 percent 
greater than the cut-off on the up stroke. The excess of lead 
upon the bottom should be sufficient to allow for the greater 
forces to be overcome, and for the fact that, as wear takes 
place in the joints of the valve gear, the valve is going to drop 
down, and cause the lead upon the bottom to decrease. 

The desired difference in lead can be obtained by laying off 
from the top end of the diagram a percentage of the diameter 
of the valve circle AF, equal to the desired mean percentage 
of the cut-off. A perpendicular dropped from the point F 
upon the valve circle will give a point through which a 
diameter GH can be drawn, that will give the cut-off position 


8 


International Marine Engineering 


JANUARY, I909. 


of the cranks upon the down and up strokes, which will be 
accompanied by equal leads. The desired inequality of lead, 
¥ inch, can be obtained by laying back 1/16 inch from G to J, 
and forward 1/16 inch from H to K, for the position of cut-off 
to give unequal leads. Draw from J a tangent to the lead arc 


at A, Bisect the line JL by a diameter WN of the circle. ~ 


Upon this diameter draw the two eccentric circles MO and 
NO. Draw the lap circles POR and STU. The angle MOC 


Release 
Compression 
, 


7 Compression 
7x Release 
S, 


is the angle of advance, WQ is the maximum port opening at 
the top of the cylinder, and 7.N at the bottom. OQ is the 
steam lap for the top end of the valve, and OT for the 
bottom end. 

No fixed rule can be given for finding the exhaust laps for 
the valve. 
before the end of the stroke, being earlier in fast running 
engines. The release upon the two ends can be made to occur 
at the same percent before the end of the stroke, but it is 
better to have the release upon the up stroke occur a little 
later than that upon the down stroke, as the dropping of the 


Usually the release occurs from 7 to 15 percent . 


The best method of determining the amount of exhaust lap, 
and whether it is positive or negative, is to draw the line XX 
perpendicular to MN, and note the position of the release 
points relative to this line, which gives the position of the 
crank for the midposition of the valve. If the release on the 
down stroke occurs before the crank reaches XX, the exhaust 
lap is negative, if after the midposition it is positive. 

The amount of lap will be the perpendicular distance be- 
tween the release position and XX. Usually the exhaust lap 
upon the top is from —1 inch to —3% inch, and upon the 
bottom from ¥4 inch to —¥% inch. There is no harm done if 
both laps are negative, thus permitting the two ends of the 
cylinder to be in communication at times, and no effect upon 
the indicator cards will be noticed until the sum of the exhaust 
lap amounts to about —¥%4 inch. The distances ab and cd are 
also equal to the leads. It is well to tabulate the results, as 
shown later on in Table VIII. 

If steam is taken at the middle rather than at the ends of 
the valve, the calculations are no different, the angle of ad- 
vance of the eccentrics is increased by 180 degrees when they 
are placed upon the shafts, and the steam laps are placed 
nearer to the middle of the valve, instead of upon the ends. 

The maximum port opening having been determined, and 
the width of port having been adjusted to give reasonable 
steant speeds, the final breadth of port in the case of the slide 
valve, or diameter of valve in the case of the piston valve, can 
be determined. 

When piston valves are used, the high-pressure cylinder has 
one valve, the medium-pressure one or two, depending upon 
the size of the valves, and the low-pressure two or four valves. 
Two smaller valves are used in place of one valve when the 
one is more than half the diameter of the cylinder, or when 
the engine can be shortened materially by putting two smaller 
valves on either side of the center line, rather than one large 
one on the center line. When two valves are substituted for _ 
one, the diameter of each is half the diameter of the one for 
which they are substituted, as the steam is admitted around 
the circumference of the valves, and the circumference varies 
as the diameter. ; 

The valves must be so located that their covers will not foul 
each other or the cylinder covers, and their location must also 
suit the crank shaft, in order that the ahead eccentric may be 
placed in the plane of the center line of the valve or valves. 
The distance between the center lines of the valves, when two 


W 
34 


3% h 


1 


uy | 
[4 4% 


Ne 
pate 


1 


23% 


Y “on Th, Ly 
1928/2 rsl<8icbpiri8ie 9 


» 


1 


' 


ii 
t1<6-4<- Ma 


J 2% 1 ‘436! 5% ui es 
K-43 <—--2-934!--k —- 4434 4-24 99444 4/3 2 al 
pee a yy = he - —  —- ——— - f 

a 
; FIG. 46. 


valve, due to wear, will cause it to occur gradually earlier 
upon the up stroke and later upon the down stroke. The 
compression due to this exhaust lap must be considered also, 
and if it occurs too early in the stroke, so that the engine 
would run badly, the release must be put earlier, to give a 
reasonable compression. This is especially important if the 
cut-off is somewhat short, in which case a rather large 
negative exhaust lap is required upon one end. 


valves are used for one cylinder, should be not less than 
y = 1.6 V -+-1 inch, nor more than y = 1.8 V + 2¥ inches, 
where 7 = the diameter of the piston valves. The distance 
between the center line of the cylinder and the center line of 
the valves can be calculated, when the distance between valve 
centers has been selected, by letting this latter distance be 
one side of a right triangle, of which the hypotenuse is the sum 
of the radii of the cylinder cover and valve chest cover plus 


JANUARY, I909. 


the desired clearance between the edges of the covers. This 
clearance varies from nothing to 6 inches, being determined 
sometimes by the arrangement of crank shaft. 


l(b 


\ 


X = distance between center line of valves and cylinder, 


Cc 
=+-+4 d)— 


2 2 


sce 


(49) 


where 
measured parallel to the center line of the engine; 

= diameter of cylinder cover; 

diameter of valve chest cover; 

clearance between covers; 

distance between center lines of valves. 


I 


b 
c 
d 
and a 


The distance d should be sufficient to allow the steam pas- 
sage between the barrel of the cylinder and the wall of the 


International Marine Engineering 


9 


shafting, a sketch like Fig. 46 can be made, locating the center 
lines cf the cylinders and yalves. The question as to whether 
or not the sections of the crank shaft are to be interchange- 
able must be decided before the distance between the center 
lines of the cylinders can be determined. If the sections are 
to be interchangeable, then the dimensions a and b (Fig. 46) 
must be the same on all sections, and the distances between 
the cylinder centers will be all the same, and equal to a + BD. 
If the eccentrics for the low-pressure cylinder are to be on the 
low-pressure section of the crank shaft, then the minimum 
values of a and 0b will be determined by the low-pressure 
cylinder. If the eccentrics are to be on the thrust shaft or on 
the coupling, as shown in Fig. 46, then the minimum value of 
a will be determined by the medium-pressure. cylinder, care 
being taken that a is not made so small that there is not room 
for the eccentric pad which must be provided for upon the 


Forward 
Se 


‘\ = 


U 


2 


FIG. 47.—ARRANGEMENT KNOWN AS HAP-COD-LOS-MAD. 


H—Highk-pressure cylinder. 

M—First intermediate cylinder. 
C—Second intermediate cylinder. 
L—Low-pressure cylinder. 

O—Valve is placed forward~of cylinder. 


valve chest to be of the required area, without the passage 
being made too broad. 

The accurate location of the center lines of the cylinders 
involves the finding of the diameters of the outside of cylinder 
covers and valve chest covers. Referring back to where the 
size of bolts used in the cylinder covers was determined, 
formula (18). gives the diameter of the inner surface of the 
barrel where the cylinder cover fits, and the diameter of the 
pitch circle of the bolts is taken as C + 3d, where C is the 
diameter referred to above, and d is the diameter of the studs 
used in the cover. The flange should extend beyond the pitch 
circle, an amount equal to 1%4 d, so that the diameter of the 
outside of the cylinder cover should be: 


=D eet Tie iOds (50) 


where = the diameter of the outside of the cylinder cover, 
D =the diameter of the cylinder; 
L = the thickness of the liner; 
J = the thickness of the jacket space; 

and d = the diameter of the cover stud. 


The cover for the piston valve chest must be large enough 
to permit the liner to be put in. The diameter A having been 
determined by formula (48), and the thickness of the valve 
liner T being known, the diameter of the opening under the 
‘cover will be A + 27+ Y% inch. The cover studs are usually 
I inch or 1% inches in diameter, with the same spacing as 
recommended for the cylinder cover studs, and the joint is 


usually 3d broad. The outside of the valve chest cover will 
then be: 


F=A+2XT+S 


where FF = the outside diameter of the valve chest cover; 
A =the diameter of the valve; 
T = the thickness of the liner; 
and S = 63 inches or 74 inches, depending upon whether 1-inch 


or rg-inch studs are used. 
With these diameters, and the details and clearances of the 


(5) | 


A—Valve is placed aft of cylinder. 


S—Cylinder has slide valve. 
P—Cylinder has piston valve. 


D—Cylinder has twin piston valves. 


rial 


Y—Cylinder has four pisten valves. 


First 
5 Cylinder. 
. 2 . 
rf 9 a Cylinder i Sequence of Cylinders, 
2 a a 3 Diameters. ag Type and Location 
Ee) Ay i) e of Valves. 
Al acd a |) & B 
lanl fad a a. b. 
ies) | 
| 
| 
| = 
41 600) 220 | 200 | 8 -134-22 18 | HOP—MOP-LOD..:...... sol] Cee4) ele 
42) 1,100) 140 | ... |17 -25 -43 SI) |) 18KOPAMKOIPAL OS 55 sooccG00d 822% 
43) 1,500) 80 | 175 |22 -36 -59 |, 42 | HOP-MOP-LOG............ TY? OP? GY 
44| 1,500) 85 | 200 }19 -31 -54 42 | HAP-MOD-LOD........... CY? OY GY 
45] 2,250) 100 | 160 |234-39 -65 42 | HOP=MOS-LOS.)........... 10” |2’ 6%” 
46] 2,800) 75 | 190 |27 -44 -74 51 | HOP=MOP-LAD) ... 5.2222. IBY? PY 1b 
47| 3,750) 100 | 165 |28 —46 —76 48 | HAP-MOD-LOD........... GY? BP (O87 
48 \Rystarnete ... | ... |19-283—41-60) 42 | HAP-MOD-LOD-COD...:.| 8” |2’ 8” 
49} 4,000} 100 | 165 |32-52-(2)60 | 42 | HAP-MOD-LOD-LAD..... | 18” |3/ 33” 
AM oacage 100 | 215 |23-333-483-70) 51 | HAP-MOD-COD-LOG......| 15” |2/11” 
51) 5,000) 85 | 170 1324-54 -89% | 54 | HAP-MOD-LOD‘.......... 20” |3% 9” 
52| 7,500) 120 | 200 |383-59 -92 42, | HAP-MOD-LY.... 2. ...... KY? BY 7/2 
53] 8,000) 86 | 200 |35-50—70-100| 66 | HOP-—LY-CAD-MAD....... 20/349” 
54| 10,000} 85 | 175 |42-663-(2)77| 60 | HAP-MAD-LAD-LAD......| 30” |4’ 10” 
| 

Second Third Fourth 

Cylinder. Cylinder. Cylinder. 
| 
rQ 
g di. dp. d3. 
4 a b. C a. b. C. a. lb || @ 
41) 2’ 44”) 63” ees oad BY IY | VEN GF) IBA! odaodllacollbacodllaaooco 
42) 3% 94”! 924” OBEN ooo CO NE Gaol AA Teele ooasllsaousalladellooomol legenas 
GIS Ge” CEN NAY Noa Oe Cee oaalGe, sitet GHenal lan pioncl aoa Mo oeil neuer 
44 Gael OL Scan 2am ee he) GP AM? NYA WN) YA So oalleaallooadollooaoed 
ANY TE Mo coal?) OY oooo0 CENCE IAL bal CUP aa eae eel [ee] I ee 
CY 2 GI NEY | RM cone (WE REA fe IBY Wl b0aclladollocoos large 
ATI 82 OF 1837130 QA ONBMIN 84 7” 133240 1% |42 0 ee Eoallaoanglladoagd 
48| 7 WS? OY OPA soon Ww YAO OXON CMAN 7 12”\4’ 18” 21” 
EM Gogoosnd USP? WW BAL, sasoone EY? IBY YAP Gla osogs 18”|3/ 84”| 2’ 6” 
GIN) YP eA NGS ode TLV? NO) YAP 2 VAO ORD B3e. AE Sia Bonne 408 9 | ea 
SLT0% 1229224134 NO” 187 WY) (QA? NGF Wise TU RYAND, QA ca allgcallenooullodadse 
5211 0a ican) 20 an | Sample 3 anol ea id Ogun 9 aan 20 2a Dean Tall De) seers écallogooollbadora 
53] 9% 7” 125” 15% 93-15" 10’ 2” |28” |4’ 102”\4” 6”| 9% 371177\4" 5”| 27 9* 
54/10’ 80” |4’ 10” 14% 97110’ 4” 136” |5/ 2” |e 10’ 4”136”|57 2”) 5” 


10 International Marine Engineering 


JANUARY, I909.. 


low-pressure section, even though it is not used for that 
cylinder. Sometimes all eccentrics are placed on the couplings. 

When the crank shaft sections are not made interchangeable, 
the engine can generally be made shorter. A good arrange- 
ment of cylinders and valves is to have the medium-pressure 
and low-pressure valves grouped together between those two 
cylinders, and the high-pressure valves between the high- 
pressure and medium-pressure cylinders. This makes the 
piping very compact, although the over-all length of the 
engine may not be any less than with the other arrangement. 


Inquiry was made as to the advisability of installing the 
Parsons type of turbine, but the economical results appeared 
to be rather experimental for speeds varying between 16 and 
22 miles per hour. Experience with propeller and side-wheel. 
steamers, in this particular service, demonstrates that very 
much greater overhang of guard can be fitted to the side- 
wheel boat. On the Commonwealth 19 feet 8 inches overhang, 
each side of hull, was necessary to provide for the spacious. 
saloons and staterooms demanded by the traveling public. 
This extreme breadth of guard is in addition a very efficient 


FIG. 1.—BROADSIDE VIEW OF THE FALL RIVER LINE STEAMER COMMONWEALTH. 


In a four-cylinder engine all of the.sections are not usually 
interchangeable; but the first two sections are interchangeable, 
and so are the last two sections. 

Fig. 47 gives arrangement data for several engines. Such a 
table is convenient for checking calculated results, and for 
estimating the distance between cylinder and valve center lines 
when there is not time for calculations. 

It is very often convenient to know the length, breadth and 
height of an engine approximately. It will be found that the 
length of the engine over-all is from 1.8 § D to 1.9 3 D, when 
the sections of shafting are not made interchangeable, and 
from 1.9 § D to 2 S D when the sections are interchangeable. 
> D is the sum of the cylinder diameters. The height of the 
engine from the bottom of the bed to the top of the covers 
is from 5 to 5% times the stroke for naval engines, and from 
5% to 6 times the stroke for merchant engines. The breadth 
of the bed varies considerably, but is almost twice the low- 
pressure diameter in merchant engines, and from 1% to 2 
times the low-pressure diameter in naval engines, depending 
upon the type of framing. 


THE STEAMER COMMONWEALTH.* 


BY WARREN T. BERRY AND J. HOWLAND GARDNER. 


The Commonwealth was built for night service between 
New York and Fall River, a run of 180 statute miles, making 
one stop of about half an hour at Newport. The maximum 
designed speed is 22 statute miles per hour, although the 
established schedule requires a speed of only 18 statute 
miles, and with fair tide and wind 16 statute miles are all that 
are necessary. A speed of 20 or 22 miles is often required to 
minimize delays caused by head tides, high winds, delays at 
terminals and fog detention. 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, Nov. 20, 1908. 


safeguard against serious damage to the hull in case of 
collision. The compound inclined engine with feathering 
wheels, as adopted, combines the ability to stop and back very 
quickly, utilizes only lower hold space, which is of very little 
value for freight or passenger accommodation, and avoids the 
excessive vibration common to screw propellers in shallow- 
draft vessels. 

The contract for building this steamer was made by the 
New England Navigation Company with the Quintard Iron 
Works Company on Oct. 12, 1906, the specified time of delivery 
July 1, 1908. The hull was launched at the yards of the 
William Cramp & Sons Ship & Engine Building Company 
Oct. 9, 1907, and the work of installing machinery and joiner 
work immediately commenced. The steamer was finally de- 
livered, ready for service, with furniture and outfit complete, 
June 23, 1908. The general dimensions are as follows: 


IL eran OWE? ill, cocoosscooedoodececcecvce 
Length between perpendiculars........... 


455 feet 2 inches. 
437 feet 11 inches. 


Begin Oat Jaxeilll wnolalack.ccovcscoccvaccencce 55 feet. 
eH OVS GWEMELS.. os0cccooncdoacgacooc0cs 94 feet 7 inches. 
Molded depth, lowest point of sheer..... 22 feet. 
TABLE OF WEIGHTS. 
Gross Tons. 

Hull, ship carpenter work and steel construction.... 2,210 
UKOveoN reas one cient MG PNR MRR ere CD chisel Liat os 1g 835 
SEAM SAGUMNEABING cosocooavcsvacascocecccvevccdnes 1,760 
Ishwlll Gagrinesnin® .occcc0cocdscccacoosvceodveun0geccs 240 
Coal Se eee Ne ce ce ee PL FS OB En a 150 
Waiter lire aysienn care ta cst yetcs e eeS eene aa DST a ; 40 
ISGfEripLONeIAKE, TENORIO UMC! ONBUHTIES 5 ococawccovceeccevcs 175 

ARG tall ec oe Mapes ee htc, fh nae eT pal UR 5,410 


Displacement, light (13 feet draft salt water), 5,410 gross 
tons. 

Displacement, loaded (15 feet draft salt water), 6,410 gross 
tons. 


i 


JANUARY, 1909. 


The hull is built on the bracket plate and longitudinal sys- 
tem of the general scantling shown on midship section, Fig. 
7. Seven watertight bulkheads extend to the main deck 
without doors or other openings, dividing the hull into eight 
watertight compartments above the double bottom. The double 
bottom extends for a length of 335 feet, and the margin plate 
is 5 feet above the base line. This double bottom is divided 
into forty-six watertight compartments. 

To obtain quick handling in the harbors of Newport and 
New York, a rudder 14 feet 8 mches long, 12 feet 6 inches 


International Marine Engineering II 


tion from the pilot house, with direct reply from the rudder 
stock. 

Two stockless anchors of 6,500 pounds each, with 180 
fathoms of 2-inch stud link chain cable, are handled by a 
two-cylinder, 14-inch by 14-inch anchor windlass, with a cap- 
stan attachment on the saloon deck and two capstan heads on 
the main deck. .For warping the steamer into dock two 
12-inch by r4-inch*steam capstans are located on the aft 
quarters. 

The propelling machinery, designed for a maximum indi- 


FIG. 2.—BOW VIEW OF THE NEW FALL RIVER LINE STEAMER COMMONWEALTH. 


‘deep, is installed. This rudder is operated by a 26-inch diam- 
eter by 16-inch stroke Sickles type steering engine, located 
in the forward hold, connected by wire cables 15¢ inches 
‘diameter to a circular steering head. This steering head is 
fastened to the rudder stock at the center and nigger-head at 
the aft end of the rudder, in order to distribute the stresses 
on the rudder and do away with the use of aft quarter blocks. 
The stock is utilized as a steadiment and for connection to a 
hand auxiliary gear of the diamond screw type, located on the 
saloon deck. A mechanical telegraph is fitted for communica- 


cated horsepower of 10,000, is composed of a double com- 
pound, inclined, reciprocating engine with two high-pressure 
cylinders, 50 inches diameter and two low-pressure cylinders 
96 inches diameter, with a common piston stroke of 114 inches, 
connected to two pairs of cranks set at right angles, shrunk 
on hollow forged steel shafts. The shaft is in three sections: 
two outboard or wheel shafts and one center shaft, all 27 
inches diameter at the main journals and 30 inches diameter 
at the gunwale bearings. The crank pins are 22 inches 
diameter, shrunk in cranks on cutboard shafts, but arranged 


12 International Marine Engineering JANUARY, 1909. 


FIG. 3.—THE GENERAL ASSEMBLY ROOM, OR LOUNGE, ON THE COMMONWEALTH. 


‘with loose brass chocks in the,inboard cranks to provide for 
any change of alinement. All cylinders are fitted with double 
poppet valves, Sickles adjustable cut-off on the high-pressure 
cylinders, and Stevens fixed cut-off on the low-pressure cylin- 


U FIG. 4.—THE DINING SALOON ON THE COMMONWEALTH. 


ders, all operated with Stephenson links controlled by @ 
20-inch by 24-inch steam reversing engine. Two surface con- 
densers of cylindrical type, each containing 8,000 square feet 
cooling surface, are located outboard of the low-pressure 


JANUARY, 1909. ‘ 


International Marine Engineering 13 


cylinders, with suction pipes to two vertical air pumps 5 feet 
diameter by 30-inch stroke connected to the low-pressure 
crossheads. The engine frame is built of steel plates and 
angles in the form of box girders, so arranged that the main 
bearings are entirely within the frame. 

The wheels are of the feathering type, of the following 
dimensions: 


Diameter at center of trunnions...... 26 feet 9 inches. 


Diameter outside of buckets.......... 31 feet. 
Diameter outside outer rim.......... 33 feet. 

INieREA DE OH AIDS. 56000000000000000R00 12 

Width of buckets....... REO slo. cess 5 feet. 

ILemedn Oi IOKRAUS. oc0000000000000000 14 feet 6 inches. 
Thickness of buckets....... 1 SURAT I inch. 


% inch. 
9 feet 6-inch radius. 
81% inches. 
6 inches. 


Thickness of bucket reinforcing plates. 
Cire Oi IGORSHISs6cacoccccccsdcdoscc 
Diametemomimnatnepinseeree eee eeeeee 
Diameter of rocker arm pins......... 


The centers are of cast iron, the arms of wrought iron, to 
which are bolted cast steel trunnions, the buckets of marine 
steel with brackets and rocker arms of cast steel and pins of 


FIG, 5,—ONE OF THE BROAD STAIRWAYS IN THE MAIN HALL. 


wrought iron cased with brass working in one piece lignum- 
vite bushings. 

Steam is supplied by ten Scotch boilers, located five on each 
side, with center fire-room extending fore and aft. The 
boilers are 15 feet 6 inches in diameter by 13 feet 6 inches 
long, each haying three Morison furnaces, 50 inches inside 
diameter, with a total grate surface of 937 square feet and a 
total heating surface of 29,340 square feet. Forced draft is 
supplied to closed ash pits by four blowers; two of these 
blowers are 7 feet in diameter by 32-inch face, driven by 
direct-connected engines, 7 inches diameter by 10!4-inch 
stroke, and two blowers 8 feet in diameter by 38-inch face, 


driven by direct-connected engines, 10 inches diameter by 
12-inch stroke. The discharge from two blowers located in 
the forward compartment is led over the main deck at the 
forward fire-room bulkhead,.and the suction ducts for aft 
blowers lead from engine room over the main deck at the 
aft fire-room bulkhead, leaving the bulkheads watertight. 
Blower ducts-are so arranged that they ventilate the engine 
room, boiler room and forward cabins as well as furnishing 
air for forced draft. A vertical fire-tube donkey boiler, 7 
feet 2 inches diameter, 12 feet 5 inches high, is located on the 
main deck. 


AN UPPER-DECK CORRIDOR. 


The following pumps complete the engine installation: 

Four centrifugal circulating pumps, 12-inch suctions. 

Two boiler-feed pumps, outside packed plunger, duplex, 
14 inches by 9 inches by 18 inches. 

Two fire and sanitary pumps, also connected to boiler-feed 
All brass water ends, duplex, 1814 inches by 12 inches 
by 12 inches. 

One 


inches by 12 inches by 12 inches. 


lines. 


sprinkler pump. All brass water ends, duplex, 16 


One bilge pump, duplex, Io inches by 8% inches by 12 
inches. 


14 


International Marine Engineering 


JANUARY, IQO9. 


One fresh water sanitary pump, duplex, 6 inches by 6 inches 
by 12 inches. 

One donkey feed pump, single, 6 inches by 334 inches by 
7 inches. 

Two injectors for boiler feed. 

Two 8-inch diameter by 15-inch stroke bilge pumps operated 
from main engine. 

The electric outfit is comprised of two 75-kilowatt gen- 
erators with 10%-inch by 18-inch by 8-inch engines, and one 
50-kilowatt generator with engine 9% inches by 15 inches by 
6 inches, located in the engine room on the main deck, about 
3,000 incandescent lights distributed throughout the vessel, a 
24-inch searchlight on top of the pilot-house with pilot-house 
control, an electric elevator with a capacity of 2,000 pounds, 
running from the main deck to the store room and kitchen on 
the dome deck, and two electric blowers located in the after 
hold for the ventilation of the aft cabins. All wiring in the 
engine and boiler compartments, cargo space, emigrant quar- 


FIG. 6.—THE STARTING PLATFORM IN THE ENGINE ROOM OF THE COMMONWEALTH. 


ters, crew quarters, kitchen and pantries, together with all 


outsire wiring, is in conduit with steam-tight fixtures, and. 


all concealed wiring throughout the steamer is also run in 
conduit. 

Particular attention has been paid to fire protection and 
fire-fighting. appliances. All wood work throughout the 
cargo space, emigrant quarters, crew’s quarters on the main 
deck, and kitchen on the dome deck, is covered with gal- 
vanized iron, fastened directly to the wood. Steel decks are 
fitted over the boiler compartment, coal bunkers and engine 
compartment. The engine room and boiler room ventilators 
and enclosures are of steel, extending through the top of the 
dome. Two fire bulkheads are provided, extending from 
the main deck through all decks to the dome, dividing the 
vessel into three fire compartments. These bulkheads are of 
double thickness 7-inch tongue’ and grooved wood, cross- 
planked diagonally and lined on both sides with Sackett 
plaster wall board covered with galvanized iron. Suitable 
sliding doors are provided in the main corridors and freight 
space. An iron bulkhead extending entirely across the upper 
deck house is fitted just forward of the kitchen range. 


/ 


‘great weight and danger of freezing. 


There are sixty fire hydrants located throughout the steamer, 
connected by copper fre mains with the fire and wrecking 
pumps, a 50-foot length of hose is coupled to each hydrant, 
and the location is such that all portions of the steamer are 
protected. Portable hose is also carried by both engine and 
deck departments, and thirty-seven fire extinguishers are 
located in convenient places. i 

In addition to this an independent sprinkler system is pro- 
vided, with 1,800 automatic. Grinnell heads . distributed 
throughout the interior. of the steamer, staterooms and 
lockers, not exceeding 8 feet from center to center in any 
place. This system is divided into thirty circuits, each with a 
4-inch diameter main from a manifold located in the engine 
room on the main deck. To this manifold the main discharge 
from a 16-inch by 12-inch by 12-inch duplex sprinkler pump 
is connected. This pump at all times maintains a pressure at 
the manifold of 100 pounds per square inch, and is fitted with 
a governor to maintain this pressure in case of the opening of 


any of the circuits and sprinklers, and is also fitted with a 
throttle by-pass, which can be operated from the main engine 
room. 

Supplementary to this system is a thermostat system with 
mercury thermostats, located not over 12 feet centers with all 
wires run in conduit, and divided into circuits corresponding 
with the sprinkler circuits. This system terminates at two 
annunciators, one in the main saloon and one in the engine 
room indicating the circuit number. The opening of a valve 
of corresponding number on the sprinkler system manifold 
supplies water to the sprinklers at the fire. In addition to the 
two main annunciators on the thermostat system, small an- 
nunciators are located throughout the saloons to determine 
the location of a fire within a range of a few staterooms. All 
the annunciator drops, besides showing the circuit number, 
indicate the location on the steamer, and ring 8-inch alarm 
bells located in the crew’s quarters, engine room and saloons. 
This system deviates to some extent from the systems in use 
on land. The wet-pipe system, where all the pipes are filled 
with water under pressure, was impossible, because of the 
The dry-pipe system 


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16 | International Marine Engineering 


JANUARY, IQ09. 


with pipes filled with air under pressure which, when released, 
operates an automatic valve admitting water to the system, 
was not used because of the possibility of flooding a section 
of the ship where the pipes might be damaged in case of 
collision, A watchman’s time detector is connected with 
thirty-eight recording stations, so located that in order to 
make a proper record, the watchman must pass through every 
section of the ship. 

An 8-inch wrecking suction pipe is run fore and aft under 
the main deck. This is connected by 8-inch valves and suction 
lines to each compartment above the double bottom. The 
valves are so located in the compartments that they can be 
operated from the main deck. This system is connected to the 
two 18%-inch by 12-inch by 12-inch pumps on the main deck. 
The 10-inch by 8%-inch by 12-inch bilge pump, located in the 
engine compartment, has an independent suction line to each 
compartment above the double bottom and a connection to 
each of the forty-six watertight compartments in the double 
bottom, The four 12-inch circulating pumps are each fitted 
with 12-inch bilge suctions. 

Twelve metallic lifeboats, ten 26 feet by 7 feet by 2 feet 9 
inches deep, and two 26 feet by 6 feet 8 inches by 2 feet 9 
inches deep; twelve life rafts, six 20 feet by 6 feet 8 inches, 
and six 18 feet by 6 feet 8 inches by 2 feet 3 inches deep; 
2,250 block cork life preservers distributed throughout the 
staterooms, crew’s quarters and saloons, and a Lyle gun com- 
plete the life-saving equipment. 

A standard long-distance telephone is located in every state- 
room and at various places throughout the saloons and crew’s 
quarters, all intercommunicating through a switchboard. In- 
dependent telephones are fitted between the pilot-house and 
engine room and pilot-house and wireless telegraph room. 

The location of the passenger toilet rooms between the 
engine and boiler enclosures, entirely away from yentilation 
through outside windows, as usually installed, utilizing a 
portion of the steamer that is undesirable for staterooms, is 
a departure which the result in use has justified. Large venti- 
lators extend from the toilet rooms to the upper deck, one 
ventilator immediately back of the kitchen, range and the 
other against the iron engine-room enclosure. The heat from 
the range and engine-room enclosure creates a draft through 
these ventilators, affording perfect ventilation. In addition 
suction pipes are connected to each urinal and toilet bowl ex- 
tending to siphon hoods on the upper deck. 

The officers’ and crew’s quarters are located mainly on the 
dome deck forward of the dining room and kitchen, though 
the deck hands and firemen are located below the main deck 
forward. On the dome deck is located the officers’ mess 
room, seating forty-six, thirty officers’ staterooms, with three 
water closets and two shower bath rooms for crew. 

The kitchen and pantries are located between and around 
the boiler and engine enclosures on the dome deck. All wood 
work in the kitchen is lined entirely with galvanized iron and 
the floors covered with sheet lead and tile set in Sarco cement. 
The kitchen is fitted with a sectional range 21 feet 6 inches 
long, with six ovens and six fires, four broilers, each 2 feet 6 
inches long, an electrically-driven dish-washing machine with 
electric hoist, two electric toasters, urns for tea, coffee and 
milk, and the usual hotel outfit of ice boxes, warming tables, 
bain marie, etc. The ice boxes, kitchen and pantries with 
silver and glass lockers, comprise about 2,400 square feet of 
deck space. 

Because of the great weight involved, the butcher shop, with 
its ice boxes, is located on the main deck, convenient to the 
electric elevator. 

A steam-heating system is provided of sufficient capacity to 
comfortably heat the vessel in the coldest weather, the main 
saloons, parlor staterooms and crew’s quarters are fitted with 
standard radiators, while the regular passenger staterooms 


are heated with sill radiators divided into sections of about 
ten staterooms each, all arranged with independent cut-outs 
and to drain through traps to the main condensers. 

The sanitary system provides fresh water under pressure 
to kitchen, pantries and bath rooms, and salt water to toilets, 
which are fitted with flushometers, porcelain bowls and ample 
drainage. 

In general the decks above the main deck are of 7-inch 
tongue and grooved pine nailed to pine carlins of the scantling 
shown, all spaced 19-inch centers, stiffened by a steel structure 
comprised of channel beams, 12 feet 8-inch centers, riveted to 
8-inch I-beam steel girders, extending fore and aft under 
stateroom bulkheads, supported by iron pipe stanchions riveted 
at top and bottom, or wood stanchions with 5é-inch iron rods 
extending from deck to deck, rods spaced 12 feet 8-inch centers, 
and wherever possible these rods’pass through and are nutted 
under the iron beams. All saloon deck girders are so 
situated that these rods pass through and are secured to the 
top flange. The bulkheads between staterooms are of tongue 
and grooved pine, alternately 7g inch single thickness and 
5g inch double thickness, planked diagonally, nailed through 
with clinched nails. The double bulkheads are located at the 
iron carlins and fastened to them to obtain necessary athwart- 
ship rigidity. 

The general arrangement of staterooms provides three rows 
of staterooms on each side of the saloon and gallery decks. 
The staterooms opening from the saloons are ventilated by 
concealed openings to the saloon and transoms opening over 
the upper deck of the adjoining outside rooms, the height of 
which is reduced for this purpose. The outer rows of state- 
rooms have windows opening on the passageway and the out- 
side of the deck house, respectively. 

There are in all: eight staterooms for crew, containing 192 
berths; forty-one staterooms for officers, containing 111 
berths; 420 selling rooms for passengers, containing 826 
berths; forty-five free berth rooms, containing 460 berths. 

On the main deck forward are accommodations for thirty- 
six women and seventy-eight men emigrants. These quarters 
are fitted with galvanized iron pipe berths with canvas bottoms 
and hair mattresses. There are 300 spare mattresses for the 
use of passengers in the saloons, making a total of 2,003 
mattresses. 

The location of the dining room on the upper deck, with its 
attendant weight, necessitated a departure from the usual con- 
struction in steamers of this class. In order to support this 
weight, I-beam girders were run under this deck, and the 
entire structure supported by stanchions extending through 
the main saloon. In order to furnish a base for decorative 
treatment, double groined arches were fitted between these 
stanchions. 

The lobby, or quarter deck, is treated in modern English, 
with oak and marquetrie panels. Adjoining the quarter deck 
are the purser’s office, bar-room, barber shop, coat room and 
toilets. Aft is the library or social hall, finished in cream and 
gold, in the period of Louis XVI., and aft of this library is 
the woman’s cabin, where are located the free berths for 
women passengers. From the quarter deck the main stairway 
leads up to a saloon finished in the period of Louis XV. For- 
ward of this is the grand saloon with groined ceiling. This 
room has been treated in the Venetian-Gothic type of archi- 
tecture, with decorated panels in all the arches and artistically 
painted lunettes at the sides. At the forward end is a large 
mural painting typifying the Commonwealth. 

The passageways leading forward are of the period of Louis 
XVI. Opening off these passageways are toilet rooms, ice 
room, linen room, telephone and wireless telegraph rooms. 
Forward of this passage is the Empire saloon, which is finished 
in Honduras mahogany with gold ornamentations. From this 
saloon the forward staircase leads to the Louis XVI. saloon 


JANUARY, 1909. International Marine Engineering 


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PLAN AND SIDE ELEVATION OF THE PORT ENGINES ON THE COMMONWEALTH. 


FIG, 8, 


18 


International Marine Engineering 


JANUARY, 1909. 


on the forward gallery deck. This saloon, with the passage- 
ways leading aft alongside of the engine enclosure, are deco- 
rated in gray and white of the period of Louis XVI. Adjoin- 
ing these passages are the gallery toilet rooms and a large 
writing room and newsstand. Aft of the gallery section of 
the Venetian-Gothic saloon is the Adams saloon, finished in 
primavera, with hand-painted panels and frieze. From the 
Adams saloon are stairways to the dining room and café on 
the dome deck. The café is finished in gray, open grain chest- 
nut, in the period of the Italian Renaissance, and has a seating 


ie es a wl 


11000 


10000 


9000 


8000 


7000 


Horse-Power 


6000 


5000 


4000 


3000 


2000 


HES ; 
12 13 u 15 16 17 18 2 1000 


Speed-Knots 


19 20 


FIG. 9.—POWER AND SPEED CURVES FROM TRIALS OF THE COMMONWEALTH. 


capacity of seventy-six. The floor is made watertight by 
covering the deck with canvas, painted, and then finished with 
interlocking rubber tiling. The tables and chairs are of 
polished oak, and the buffet bar at the forward end is of 
chestnut, to match the trim. The center of the room is lighted 
from a large dome with concealed lights. 

The dining room has a seating capacity of 216, and is fin- 
ished in gray and white in the period of Louis XVI. In the 
central portion of the ceiling are three domes, built of wire 
lath, covered with a special papier-mache plaster, the center 
one 24 feet 6 inches long and the two end domes 11 feet 
diameter. The center of the room is lighted from these domes 
by concealed lights. In addition each table is fitted with two- 
branch candelabra, and the sides of the room are lighted from 
bracket fixtures. 

Off the Louis XV. and Adams saloon are located sixteen 
parlor bed rooms, four with bath rooms and two with shower 
bath rooms, fitted with the usual lavatories and toilet arrange- 
ments. These rooms are variously finished in the period of 
Louis XV. and Louis XVI. 

In general, throughout the decorated portions of the 
steamer, all ceilings are made flush, the carlins being covered 
with composite board divided into suitable panels with deco- 
rated moldings. The groined arches of the Venetian-Gothic 
saloon are formed of narrow tongue grooved strips, covered 


with %4-inch composite board, and finally the decoration ap- 
plied on canvas. All the furniture, carpets, electric light fix- 
tures and hangings are made in style to conform to the period 
of decoration of the saloon in which they are located. 

Each stateroom is fitted with the usual two berths, bent 
wood stateroom chair and stool, mirror, electric light, glass 
and ice water pitcher rack. In the matter of washstands, 
however, a departure has been made in avoiding the use of 
wood. The lavatories are one-piece porcelain basins, fastened 
directly to the bulkhead, with waste into round porcelain slop 
jars supported by enameled iron brackets. Water is supplied 
from pitchers held in enameled iron racks. This arrangement 
of independent pitchers and slop jars was preferred to any 
fixed type on account of the facility with which they can be 
cleaned. 

The Commonwealth has been in continuous service during 
the past summer, and has fulfilled all expectations of her 
owners, designers and builders. 


PROGRESSIVE SPEED TRIALS. 


The vessel was put into regular service immediately on 


completion, and on account of the large amount of travel 


she could not be spared for a trial trip until Noy. 14, at 
which time progressive speed trials were run over the Goy- 
ernment course in Narragansett Bay, for the purpose of de- 
termining the indicated horsepower at various speeds and 
comparison with the data obtained from the model experi- 
ments at the Government tank at Washington. The model 
experiments were carried out on a draft corresponding to 
13 feet mean, or 5,410 tons displacement salt water, trim 10 
inches by the stern. The mean draft, during the trial on 
Nov. 14, determined by the observations before and after 
the runs, was 13 feet 1% inch, trim 12 inches by the stern, or 
5,430 tons displacement. 

The course is one knot long from marks on Jamestown 
Island, at the north end, to marks on Rose Island at the 
south end. The-depth of water varies from 20 to 23 fathoms. 

The steamer made her regular run from New York to 
Fall River, and after discharging passengers and freight, 
was taken down the bay to the course, where eleven runs 
were made, starting at about a quarter before eleven and 
ending at about half-past two. During the first runs the 
tide was flood, changing to ebb at about 12:45. Time over 
course, total revolutions of engine on the course, and steam 
pressures were recorded, and all cylinders indicated at the 
beginning and end of the run. These results were tabulated, 
and curves of speed and revolution, and speed and indicated 
horsepower plotted, and the mean curves drawn. 

The first four runs were at 29.77 revolutions per minute; 
speed, 20.05 knots, or 23.09 statute miles per hour; indicated 


Revolutions 


15,5 F 5 
12 13 14 15 16 17 18 19 20 21 


Speed-Knots 
FIG. 10.—CURVES SHOWING RELATION BETWEEN SPEED AND REVOLUTIONS ON 
THE COMMONWEALTH. 


horsepower 12,000. The corresponding effective horsepower 
from model tests was 5,950, which gives a propulsive co- 
efficient of practically 50 percent. The apparent slip, figuring 
at the outside of buckets, was 29.92 percent, or practically 
30 percent. It will be seen from the table that the propulsive 
coefficient varies between 50 and 52 percent, and the slip 
between 28 and 30 percent at the various speeds. 


JANUARY, 19090. 


International Marine Engineering 


1 


It is interesting to note the range of power which is neces- 
sary for the particular service in which this vessel runs. 
For a speed of 16 statute miles per hour, the corresponding 
indicated horsepower is 3,100; for a speed of 22 statute miles 
per hour, the corresponding indicated horsepower is 9,050. 

This speed trial was conducted under the regular running 
conditions of the steamer, as to coal, crew, oil, etc. The 
coal was the regular buckwheat size of the same quality 
regularly supplied. No difficulty was experienced in main- 
taining a constant steam pressure during the full-speed runs. 
In fact, on the first run over the course the steam pressure 
increased 3 pounds. This is the greatest variation in steam 
pressure on any of the runs. All runs were made with the 
throttle wide open, and variations of speed were obtained 
by the adjustable cut-off on the high-pressure cylinders. It 
may be noted that the last two runs were made with a steam 
pressure of 126 pounds, as it was impossible to obtain the 
desired low revolutions on these runs with the adjustable cut- 
offs with full boiler pressure without throttling the engine. 


STEAMER “ COMMONWEALTH.” PROGRESSIVE SPEED TRIAL DATA 


circumstances in which it is used, and, what is of more im- 
portance, are now able to predict much more easily the best 
dimensions for given conditions. 

The investigation of the efficiency of the screw as a pro- 
peller in general, of the various forms and proportions of 
screws, and of the relative efficiencies of various numbers and 
arrangements, has received an enormous amount of attention, 
especially in recent years. The original investigations by the 
late William Froude have been continued by his son, and the 
experiments of the early eighties have recently been carefully 
checked at the Royal Naval Experimental Establishment at 
Haslar and found to be very accurate. Among the more 
elaborate series of trials of model propellers, as opposed those 


31.62 


30.82 


29.15, 


2& a ra ; z : 
. 50] = BS o 3) Ol 
FI fa| Se | oe a) oa) se. |S. lee 
aS EIAs |4S|u4| zy mr So |S] & 
S|] 2 [&2| c@[e2| Ze] ke] 2s | a ele 
Ble) & Jee) #e les lag|ag] Bo | em leg] 6 
A Sl] SE! | Be Say |i} ELST a 
am| <4 |< D = ey 
f=} lo} 
5 6) 
Min. Sec 
HTS 1g A ao. 
Za eon eo wessaue ech ona 
3) S| 4g /148tlo9 gy| 20°27 20-05 28-09|29. 92% 12000 |5950 50% 
147/|29- 
SNS | 9) 54 {45} (30-17 
) ° 
oa cael Sies¢/ alae 25862 
Bae eNO? /e\\t ne 27456 
T) S| 4 12 |s182llor split 23/18 20)21- 76] 28. 56%| 8625/4475 527, 
1152)|27- 
BAe 8 AINA PED 
a] Ss. | 5 g5p/12llog op(|t28)20-05]40.17/28.647| 5860 |2720| 51% 
- | 3 353 : 
152 : 
a eo aratas379\151 28 19)162 
flee 126 20.25/13. 80|15.89|29.09%| 3020 |1520150% 
4 6 |4428\!50.87 
19.10/22. 9050 |4700/52% 
13.90|16. 3100 |1570|50% 


RECENT SCREW-PROPELLER DESIGN. 


Around no one item in all the component parts of the pro- 
pelling machinery of a ship has controversy raged so fre- 
quently, and for so prolonged a time, as it has around the 
determination of the most suitable proportions for screw pro- 
pellers. Even the question of watertube boilers versus those 
of the cylindrical type has aroused less criticism and occa- 
sioned less prolonged discussion than the ever-present prob- 
lem of propeller efficiency. In spite of the hundreds of ves- 
sels built each year and the enormous amount of data collected 
on the subject, we are still far from finality; but there is no 
doubt that in recent years very considerable progress has 
been made, and it is by no means correct to assume, as has so 
often been done, that we are still no nearer a solution of the 
difficulty of determining the best proportions. On the con- 
trary, those who are more intimately engaged in the designing 
of high-speed vesels, and who have access to the elaborate 
records that can now be obtained by the use of torsion meters 
and the greater facilties provided by experimental tanks for 
research work, are coming to the conclusion that we are, after 
all, very much more nearly approaching the maximum efficiency 
that we can obtain from the screw as a propeller under the 


25.49 


», 


= 
ES 


0.4 0.5 Gon 0.7 0.8 


0.6 
Ratio of Projected to Disc Area. 


FIG. 1.—SPEAKMAN’S DIAGRAM FOR FINDING VALUES OF COEFFICIENT C. 


on actual ships, we may mention the exhaustive series car- 
ried out by Messrs. Thornycroft, and published by Mr. S. W. 
Barnaby in his able book on screw propellers; the experi- 
mental investigations by the Hon. Charles Parsons on cayita- 
tion, which represented one of the most original scientific 
incursions into unknown phenomena of practical importance ; 
the elaborate series of trials in the experimental tank at 
Washington by Naval Constructor D. W. Taylor, U. S. A., 
which were, with typical American generosity in scientific 
investigation, given to the world at the meetings of the 
American Society of Naval Architects; the recent experiments 


30.00) 


Values of C, 


20 


on blade sections and on cavitation at the Imperial German 
Experimental Tank at Charlottenburg, and Mr. R. E. Froude’s 
recent experiments at Haslar. 

Among the most valuable series of trials of full-sized pro- 
pellers on various ships, we have those carried out by Mr. 
Yarrow in 1879, which were published in the Engineer; also 
innumerable cases of trials on long voyages of the same or of 
sister ships fitted with various forms of screws; the remarkable 
trials in 1900-1903 of the Good Hope and County classes, and 
of the Hyacinth, with different forms and proportions of pro- 
pellers; of the Daring, when the phenomenon of cavitation 
was first brought into prominence as of commercial im- 
portance; the trials of the Turbinia by Parsons, that cor- 
roborated the laboratory experiments above referred to; the 
trials of the German cruiser Lubeck, with numerous different 


International Marine Engineering 


| 
Port Ahead 


JANUARY, 19090. 


But we are more particularly concerned with vessels of 
higher power and speed. Designers of such craft, especially 
of those of the destroyer type, are frequently faced by new 
phenomena that the constructors of slower and lower-powered 
vessels are not brought in contact with. Successful design 
is much more easy for the less arduous conditions, and our 
object is to emphasize those limiting features that are of such 
particular importance to builders confronted with new con- 
ditions. 

For all practical purposes, reciprocating marine engines are 
obsolete for fast vessels, and it is hard to imagine any im- 
provement that can reinstate them. Turbine machinery pos- 
sesses such tremendous advantages that it is hardly worth 
while to consider the reciprocating engine propeller in these 
remarks. The turbine, whether of the Parsons or Curtis 


436" Across! 
% Flats 4. 


434" 
Manganese Bronze 


i ——About 634—— 


i} 


1 ' 
= gosta 3/0" + Yost ao sto 


Mg 


| 
! © 
43 jh 
4 Per Inch 


mira 


; =—— FE —— 


Ni 


\, away as shown 
” 
Boss 11¢ Lifting elt 
\ 
‘3 | 15 CHECK PLATES AND STUDS 
ke Soe es > THUS TO EACH PROPELLER 
y= 2 AY= >| 
| 
Vig Ls 7. 
fo, D = 7 
ay, x 
eevee af 
shor {| 9 227 Ns 
=—=pist Sk 
\ Zz 
N. LY, 
I Slay’ ENLARGED VIEW 


HALF SECTION | 
THRO:BASE OF CONE 


HALF PLAN WITH 
CONE REMOVED 


Spaces Marked B Ito be cut Spaces Marked C Thus 


OF BOLT RECESS 


BOLTING IN FLANGES THUS 


| 
CENTRES OF BLADES AND CROSS 


SECTIONS TO BE ON THIS LINE 


FIG. 2.—CRUISER PROPELLER WITH CONSIDERABLE RAKE. 


numbers, sizes and proportions of propellers, and still more 
recently the trials of the British ocean-going destroyers of 
the Tartar class. 

The early history of screw propulsion demonstrates very 
clearly the groping into the unknown that was the inevitable 
burden of all the marine engineers of twenty years ago. That 
we have profited by the experimental nature of that work 
is as certain as it is.that there are few who pause to contem- 
plate the debt owed to former experimenters, and to render 
that tribute of thanks that they so thoroughly deserve. 

While the power of steamships and the revolutions of the 
engines remained low, propellers were inevitably of enormous 
size in relation to the work to be done. As the revolutions 
have gradually increased, the propellers have decreased in 
size, till we are now at the extreme limit of reduced size, and 
are even inclined to go back to less exaggerated dimensions. 
An extreme comparison for 16-knot steamers might be made 
by comparing the Great Eastern, built in 1856, with another 
steamer built in 1906; the former had one screw 24 feet in 
diameter and 37 feet pitch, while the latter, of the same power 
and speed, has one propeller of 19 feet diameter. 


type, has to run at relatively high speeds; the screw propeller, 
from considerations of efficiency—i. e., friction and slip re- 
duced as far as possible—should not run too fast, and some 
compromise between the two is essential. In some of the 
old torpedo boat destroyers of ten years ago, various very 
important phenomena were brought to light in connection with 
screw propulsion. It was found that not only did the peri- 
pheral velocity of the blades through the water become unde- 
sirably high, but that under certain conditions the water was 
unable to follow the blades of the screw, and a cavity was 
formed between the back of the blade and the water, which, 
though undoubtedly reducing the water friction on the screw 
surface, had the simultaneous effect of permitting the screw 
to race badly, and the loss due to increased slip was ex- 
cessive. 
Mr. Barnaby, the naval architect to T. I. Thornycroft & 
Company, who first traced the matter to its source, published 
a very full description of his investigations, which were subse- 
quently corroborated by Parsons. It was found that the blades 
of a propeller which obtain their reaction from the water by 
their action on the water, act in different ways on their two 


JANUARY, 1900. 


International Marine Engineering 3 21 


faces. The after or driving face of a propeller exerts a push, 
and the forward side a pull upon the water. This pull is 
limited by the fact that the velocity that has to be imparted 
to the water in order for it to remain in contact with the 


blades at a depth h must not exceed V 2 g h if the screw 
breaks the surface; but if it be sufficiently immersed to 
prevent air reaching it, the rate at which the water can be 
accelerated is much greater. Practical experiment showed 
that at a little depth below the surface of the water the tension 
exerted by the blade on the water could not exceed about 11 
pounds per square inch without a cavity being formed, and 
that if the tension were increased the loss from slip increased 
very rapidly. Previous to the trials of the Daring and other 
destroyers of this period, the ratio of power to speed in tor- 
pedo craft had hardly ever been sufficient to cause this diffi- 
culty. Within wide limits this phenomenon of cavitation is 
unaffected by the diameter and pitch of the propeller. The 
important feature is projected blade area, because for a given 
thrust a given limit of tension per square inch can only be 
attained by adequate area. Mr. Barnaby gave an elaborate 
formula for this in his book on marine propellers, but based it 
on indicated horsepower and an assumed propulsive co- 
efficient of 50 percent. Now, with turbine machinery it is 
impossible to calculate in terms of indicated horsepower, and 
effective horsepower alone can be considered. 

The effective thrust along a shaft required for the pro- 
pulsion of a given vessel is obtained from the formula 
E. H. P. X 33,000 

, where V is the speed in knots. A simpler 
V X 101.3 
J Sy ws le <A A0) 
expression is For a given limiting pressure 
V 
of P pounds per square inch; the required projected area in 
thrust in pounds 
square feet becomes 
PX 144 

Mr. E. M. Speakman, now manager of the marine engineer- 
ing department of Sir W. G. Armstrong Whitworth & Co., 
in a paper published in 1905, altered this formula so as to 
render it more rapidly applicable to purposes of design by 
including the ratio of projected surface to disk area, and con- 
verting the whole term into diameter in feet, so that a very 
simple expression is available. Mr. Speakman’s diagram is 
given in Fig. 1; and provided the effective thrust is known— 
and this is an essential matter in turbine work—the coefficients 
given therein are extremely accurate. The formula in its most 
abbreviated form is: 


V thrust in pounds 
Diameter of propeller in feet = where 
G 
C is a coefficient having values ranging from 20 to 30 for 
various classes of ships. A figure, however, of 24 to 27 ensures 
excellent results, provided the pitch ratio is between 0.9 and 
1.05. The following table gives some up-to-date values for C; 
others may be found for earlier turbine vessels in Mr. Speak- 
man’s papers to the American Society of Naval Architects or 
the Institution of Engineers and Shipbuilders in Scotland: 


TABLE SHOWING VALUE OF COEFFICIENT C. 


VESSEL Speed H. P. Propeller (C, 
Diameter 
H. M. S: Dreadnought............. 21:25 24,700 * GY iO” 25.0 
RL IMG & ITEM cosoueocacacntull PasZ! 68,000* We OF 21.5 
38, IML, S, TERE. io cconcnenonacnall biio® 21,000* (YY OW 29.5 
Wo Bs Sb GEMeooocansnenovenconcal| Adal 21,000* 8 14” 27.0 
H. M. S. Good Hope (a)..........| 23.05 31,500 Igy OA 17.5 
H. M. S. Good Hope (b).......... 24.11 30,700 19’ 0” 18.5 
R. M. S. Kaiser Wilhelm..........] 23.3 42,000 23’ 9" 17.9 


+ Taken with the torsionmeter + 30 percent greater area than (a) 


With regard to the ratio of projected and disk area, a value 
of 0.5 to 0.6 seems to be most suitable for turbine work. In 
the Daring and the early destroyers it seldom exceeded 0.35, 
but has gradually increased. In the British ocean-going 


HIGH-SPEED PROPELLER WITH 


EXPANDED [ OF BLADE 


LONG BOSS AND TAPERING CONE. 


FIG. 3. 


2 STEEL KEYS 


Andia Rubber Ring 3S) 


z 
3 mI 
as BN 
ae & 
on ba 
tog 
Ne Be 
Set 
38 ' 
as 
wpa — 
a 
a 


8-14" Dia. Countersunk Screws 


vessels it was originally about 75 percent, but such a ratio 
was found to be excessive and more normal proportions were 
adopted. The good influence of rising from about 0.22 to 
0.30 in the Good Hope is shown in the table; her early screws 
were deficient in area. The valuable experiments carried out 


22 International Marine Engineering 


JANUARY, I909- 


by Naval Constructor D. W. Taylor have added widely to our 
knowledge of propeller proportions. The effect of rake of the 
generating line of the blade was tested at the Washington 
tank by him, and found to affect the result only very slightly 
up to 10 degrees from the vertical either way. It is really 
hardly worth while raking propellers very much aft, and most 
turbine propellers are made with the generating line vertical. 
An example of a cruiser propeller with considerable rake is 


FIG. 4.—PROPELLERS CF THE DEUTSCHLAND. 


shown in Fig. 2. Thickness of blade is of the greatest im- 
portance, and every effort should be made to reduce this 
to a minimum. Some difficulty will be found in doing so in 
turbine work in many cases, but the point should receive very 
careful attention. 

The question of shape is_an ever-interesting one. Experi- 
ments on both models and actual screws show that, provided 
the same area and thickness are maintained, shape alone has 
but little effect, and most turbine propellers are still made 
with circular blades in the projected view. An example is 
given in Fig. 3, where the lone boss will be noticed as well 


The question of the efficiency of modern screws is always 
interesting. That it has slightly fallen off with the intro- 
duction of the turbine was inevitable, but the over-all efficiency 
of propulsion is maintained at the same level by the more 
efficient engine. A figure of 70 percent has generally been: 
regarded as the highest feasible for the screw propeller, and’ 
it is doubtful if this has ever been arrived at. Vessels like 
the Kaiser Wiihelm and Deutschland, whose propellers are: 
shown in Fig. 4, have efficiencies of about 66 percent; those: 
of the Lusitania, which will be much improved, were under 50: 
percent. The former figure is a very high one, as most naval 
propellers average 60 percent, and often less. Generally tur- 
bine screws exhibit efficiencies of between 50 and 55 percent. 
The exact determination of this efficiency rests on the ac- 
curacy with which we can determine both the brake horse-. 
power and the effective horsepower. So little data is often 
available that inaccurate assumptions are frequently made, 
and the value of propeller efficiency, which is really very diffi- 
cult to accurately determine, is only too often the subject of 
incorrect deduction or prejudiced assertion. 


NOTES ON NAVAL SCIENCE TOPICS. 


BY ARTHUR R. LIDDELL. 


DECK CARGOES. 


Closely connected with the question of stability is that of 
deck cargoes, which is now creating some attention in Eng- 
land and Germany. 

The essential peculiarity of a vessel built to carry loads of 
timber on her deck is the variation in her effective depth—or 
perhaps height would here be the more appropriate term—which 
these bring about. Needless to say, a stack of timber on deck 
has buoyancy no less than a poop or a bridgehouse, and, pro- 
vided it be thoroughly secured, it will have a righting moment 
of very considerable amount when the vessel lies over. 

No vessel, of course, should be allowed to go to sea with a 
list, due to want or insufficiency of initial stability, but in prac- 
tice a timber-carrier that is built for the trade, and has a large 
proportion of breadth to draft, will be safe against the danger 
of capsizing, with ever so small a GM height, even though she 
may have negative stability at angles of, say, 10 to 15 degrees. 

It is well known that a high-sided vessel has a relatively 
wide range of stability, and this is the more true when the 
high side is made still higher amidships than at the ends. Be- 
ginning, it may be, with just enough initial stability to avoid 
taking a list, she then has a curve of righting levers which 
will, from angles of 15 to 20 degrees and onwards, steadily 
increase, up to very considerable inclinations (see Fig. 1). 

The opposite case, of a vessel with deckloads or high erec- 
tions at her ends, and a long gap in the middle of her length, 
will seldom come in question, though such cases are not alto- 


_—_——- i ee 


0° 10° 20° 30° 40° 


| = iL we La Le de 
50° 60° 70° 80° 90° 


Fic. 1. 


as the tapering cone. This cone fulfills no idle purpose, as any 
student of the amazing cavitation photographs recently pub- 
lished by the Charlottenburg Tank Experimental Staff already 
knows. The high speed of rotation is apt to force the water 
clear away from the back of the boss, leaving an objectionable 
vacuous cavity that the cone is intended to fill or prevent. 
As will be seen in Fig. 2, little was done in this way some years 
ago, but every slight assistance is nowadays gladly accepted 
if any improvement in efficiency will result. 


gether unknown. The curve of righting levers would in such 
case, perhaps, increase in height up to the point at which the 
gunwale becomes immersed, then diminish until it passes to the 
under side of the base line (becomes negative), and after- 
wards lie above the latter again at angles of about 45 to 90 
degrees, somewhat as shown in Fig. 2. 

It follows from the foregoing that a broad, low vessel, in- 
creased in height by a deckload for, say, three-fourths length 
amidships, will be fairly safe against capsizing as soon as she 


JANUARY, 1909. 


has so much stability that she can stand upright without taking 
a list; and, since the tendency of a vessel with small initial 
stability to roll is very slight, her seagoing qualities may be 
good. 

Now, while a vessel with very little initial stability, that is, 
with a very small GM height, may be in good sea trim, it 
would not do for her to commence a voyage under such con- 
ditions. In the first place, her stability may become altered, 
during the passage, by the presence of water in her bilges or 
double bottom; and in the second place, the departure con- 
ditions may be very considerably altered by the burning out 
of her bunker coal, by the absorption of water by the timber 
on deck, or by the ice which might accumulate on the cargo 
during winter voyages. 

It may be laid down as a rule that a vessel leaving port 
must have a GM height greater than the smallest admissible 
one by at least as much as such height can from any assum- 
able cause be lowered during her voyage. The question as to 
what is the least admissible GM height must be answered ac- 
cording to the circumstances of each case. For a vessel of, 
say, 250 to 300 feet in length, with a high deck load of timber 
stowed amidships, it may be as small as about 6 inches—in 
practice it is sometimes still less. 

It may here be urged that the captain of a vessel is not a 
trained naval architect, and that her GM height can be ascer- 
tained only by a resort to a heeling experiment, which, at the 
best, takes a considerable time to make, and which can yield 
Teliable results only in the very best of weather. In reality, 
however, a captain who is accustomed to such cargoes can 
“feel” when a vessel is getting tender by her movements while 
the cargo is being put on board and trimmed. If-he observe 
the effect, voyage after voyage, of the last crane-loads of 
timber deposited on the side of the stack, he will soon be able 
to judge whether the resulting inclinations are too great, and 
know when it is time to cease taking in cargo. 

The objection to a high deckload is not the want of sta- 
bility of the fabric, although this will somewhere set a limit 


International Marine Engineering 23; 


not made good by unusually large stability at angles between: 
50 and 90 degrees. 

In the assessment of freeboard for vessels with deck erec- 
tions, it would be desirable that this circumstance should. re- 
ceive more consideration that has hitherto been given it. The 
points which, in the apportionment of freeboard, have hitherto: 
received most attention have been height above the water of 
the platform on which the crew is to work, sufficiency of re» 
serve buoyancy, and strength of the general structure. If we 
grant that stability be a quality which varies too much to 
admit of definite assessment, it might still be practicable to 
put certain limits to the proportions allowed to be borne by a 
vessel’s dimensions, one to another, and to the distribution of 
the reserve buoyancy too much towards the ends of the vessel, 
as producing a state of things which will, under ordinary con- 
ditions of loading and stowage, make for danger. 

If the issue by the state of further regulations for the load— 
ing of vessels be deprecated, it may still be desirable to es- 
tablish rules for the guidance of naval architects and ship- 
owners. The application of the equivalent block method de- 
scribed might here also be of advantage. 

The metacenter and the center of gravity of the block being 
exactly determinable points, the amount of freeboard neces- 
sary to insure a given range of stability and given height of 
lever curve—for the block—are also fixtures, and the elabora— 
tion of tables for different relations of breadth, depth, free-— 
board, and fineness of vessel, one to another, which would 
sufficiently give the conditions likely to occur in practice,. 
would be simply a matter of work. Such tables once made,. 
it would be possible, for any proportions of depth to breadth). 
to pick out the freeboard corresponding with a desired aver- 
age or extreme range of stability and height of lever curve. 
As has been shown under the head of stability, the conditions: 
thus given for the equivalent rectangular block differ from 
those for the vessel by amounts not very great in themselves: 
These differences can, by competent authority, be approxi- 
mated with tolerable exactness. 


—_—_— 


—— 


to the height. 


The danger is, that the timber may break 
adrift, or that it may be floated up from the deck when a sea 
breaks over the vessel, and, the lashings stretching somewhat, 
be deposited again slightly to one side of its old position, thus 


producing topsidedness. This tendency will show itself with 
every large wave which breaks on board, and the effect cre- 
ated by it will depend on the tautness and extensibility of 
the lashings. 

Again, the extent to which the weight of the deckload may 
be increased by water soaking into or freezing into it is diffi- 
cult to estimate. An ample margin of GM height should, es- 
pecially during the winter months, be allowed for this. 

What has been said above in regard to deckloads applies, in 
part, also to erections, such as inclosed poops, bridge houses 
and forecastles. A vessel with a bridge house extending over 
half her length is considerably better off as regards stability 
than one with a poop and a forecastle, each extending over a 
quarter of the length. Assuming the freeboard to have been 
reduced on the strength of such erections, the respective 
curves of levers of the vessel may in the former case show 
ample stability to angles of 50 or-60 degrees, and in the latter 
show a deficiency at angles of from 15 to 45 degrees, which is 


THE AMERICAN SAILING SHIP. 


BY CAPTAIN GEORGE L. NORTON. 


From 1846 to 1860 was the.most important period in the 
history of the merchant marine service of the United States: 
as it was during those years that her ocean-going tonnage 
reached its highest figure and gradually began its decline. 
It was during this fifteen-year period that the famous Ameri- 
can clipper ships attained their world-wide eminence and be- 
gan to drop out. This period is also memorable for the be- 
ginning of the short-lived American lines of transatlantic 
steamships, which opened with the promise of renewed and’ 
absolute mastery of the ocean-carrying trade and closed be- 
neath the shadows of actual or impending defeat with the: 
beginning of the Civil War. At the end of the war the Ameri- 
can merchant marine in the foreign trade practically met its 
death blow; namely, the competition of foreign subsidized 
ships, built by cheap labor and operated by the same, causing 
American capital to look landward for investment, with the 
result that, while the United States now has the greatest and 
most efficient railroad service in all the world, her over-sea: 
shipping has dwindled almost out of existence. 


24 International Marine Engineering 


JANUARY, I909. 


FIG. 1.—A FULL-RIGGED SHIP UNDER EASY SAIL NEARING PORT. 


America’s protected coastwise fleet of steam and sail ves- 
sels has increased in numbers, and the ships have grown in 
size, until it can now be said that, probably, no foreign fleet 
can be compared with these vessels in beauty of model, size, 
stanchness of construction and capacity to handle and carry 
cargoes of enormous proportions. As a consequence, these 
ships are always more or less prosperous, It is safe to pre- 
dict, however, that the exclusion of American ships from the 
deep-sea trade is only for a time, and for a brief time at that, 


as no race with a grasp upon two oceans and the mingled 
blood of the Viking and pioneer can long be cheated of its 
birthright. ° | 

The illustrations herewith presented will give the eye of the 
admirer of sailing craft a treat seldom enjoyed in these days 
of continued illustrations of steam vessels. Sailing vessels 
are seldom considered, as they have become a non-paying in- 
vestment in most foreign-going trades. A class of vessel, 
however, that has kept pace in growth with the coastwise and 


FIG, 2.—-SIX-MASTED SCHOONER “FULL AND BY.” 


JANUARY, 1909. 


International Marine Engineering 


FIG. 3.—BARKENTINE UNDER SAIL. 


25 


26 International Marine Engineering 


JANUARY, 1909. 


FIG. 4.—U. S. BRIGANTINE BOXER. 


large fleet of steamers on the Great Lakes is the four, five 
and six-masted schooner. One seven-master, the Thomas W. 
Lawson, of 5,218 tons, was built in 1901. The Lawson was 
capable of carrying 8,000 tons of coal, but was a little too 
unwieldy at sea with her large number of heavy lower sails, 
and a misfit generally at the coal wharves and chutes in load- 
ing and discharging, besides being shut out of some ports 


FIG. 5.—GLOUCESTER FISHING SCHOONER. 


where coal cargoes had to be landed in narrow rivers and 
above bridges. This vessel was lost nearly two years ago, 
and her loss has doubtless ended the career of seyen-masted 
schooners. The four, five and six-masted schooners however, 
are ideal craft for “longshore colliers; and“as they are a style 
of craft that has come to stay in the coastwise trade, as well 
as in the ocean-going trade when business warrants, a brief 
history of the schooner from its beginning is of interest. 


“mantled and converted into barges. 


The first. fore-and-aft, two-masted vessel was built at Glou- 
cester, Mass., by one Captain Andrew Robinson, and it is said 
that its name was derived from the fact that a bystander at 
the launch, as she struck the water, exclaimed: “See how 
she scoons!” “If she scoons,” remarked her builder, “‘she 
must be a schooner’—hence the name. The first three-masted 
schooner, the Zachary Taylor, was built in 1849, in Philadel- 
phia. Her mizzenmast was shorter than her fore and main 
masts, the only noticeable difference in rig between then and 
now. She was of 250 tors gross and her first voyage, which 
was to Aspinwall and return, was a success. The IV. L. White 
was the first four-masted schooner, and was built at Bath, 
Me., in 1880, by Goss, Sawyer & Packard, on the site of what 
is now the plant of the New England Shipbuilding Company. 
This vessel was of 995 tons gross. The Governor Ames was. 
the first five-masted schooner and was built at Waldoboro, 
Me., in 1888; and although she has been dismasted twice, she 
is still in service. She is 1,778 tons gross. Camden, Me., 
produced the first six-masted schooner; namely, the George 
W. Wells, of 2,970 tons gross, in 1900. Since that time there 
has been quite a number of this class of vessels built. On 
Nov. 10, 1908, there was launched from the yards of Percy & 
Small, at Bath, Me., a monster five-masted schooner of 2,989 
tons gross. When launched, this vessel could have pro- 
ceeded to sea at once, as she had her sails bent and crew and 
stores on board, a degree of completion at launching not un- 
common in this the greatest of wooden shipbuilding ports of 
the United States, and from which have been launched some 
of the best-known sailing vessels maritime nations have ever 
seen. 

Reports from the Commissioner of Navigation in 1906 show 
that up to that time four calendar years had elapsed since a 
square-rigged vessel was built in the United States. Two 
years previous to that date the prediction was made that at 
the present rate of decrease, the remaining square-rigged 
fleet would totally disappear in less than twenty years. Since 
then, up to the latter part of 1906, there has been a decline of © 
14 percent in number and If percent in tonnage of these ves- 
sels, so that at the beginning of the year 1906 this fleet num- 
bered only 276 vessels of 322,288 gross tons. In the years 
preceding 1890, when conditions began to render the operation 
of square-rigged vessels unprofitable, many of these were dis- 
This practice has con- 


JANUARY, 1900. 


International Marine Engineering 27 


tinued, although since 1890 a large number of wooden and 
steel barges have been especially constructed for carrying coal, 
oil and other bulk cargo. 

Bureau Veritas reports for 1908 show that the total net ton- 
nage of sailing ships in the world, including only ships of 50 
tons net and upwards, is 6,993,730 tons, of which 1,408,513 
tons, or 20.15 percent of the whole, is credited to the United 
States. The aggregate tonnage of United States sailing ships 
is exceeded only by that of English ships, which amounts to 
22.75 percent of the whole, and it is more than twice as large 
-as that of any other country. 

While the total gross tonnage of United States shipping 
has increased 54.2 percent during the seventeen years from 
1889 to 1906, this has been due, largely, to the increase in ton- 
nage of steam vessels and unrigged craft; for the tonnage of 
sailing vessels has increased only 1.7 percent during this 
period, while the total number of sailing vessels has de- 
‘creased 10.2 percent. Of the total number of sailing vessels 


FIG. 6.—DAUNTLESS—TYPICAL AMERICAN YACHT Of THE SEVENTIES. 


classed by the American Bureau of Navigation in 1906, 5,181, 
or 72.7 percent, are engaged in freight and passenger trade. 
These represent 98.2 percent of the gross tonnage, and 91.5 
percent of the total value of sailing ships in the United States. 
The remainder includes yachts and small craft. The ton- 
nage of these merchant sailing vessels is distributed as fol- 
lows: 66.5 percent on the Atlantic Coast and Gulf of Mexico; 
17.9 percent on the Pacific Coast, and 15.6 percent on the 
‘Great Lakes and St. Lawrence River. During the seventeen- 
year period from 1889 to 1906, the tonnage of sailing ships on 
the Atlantic Coast and Gulf of Mexico decreased 12.4 percent, 
while that on the Pacific Coast increased 56.1 percent, and that 
on the Great Lakes and St. Lawrence River increased 43.5 
percent. 

While it is a source of great regret that the American ship 
in the over-sea trade is practically a relic of the past, the 
American people can get some consolation by referring back 
to the historians before the Civil War, where we find that 
American ships were in the first rank, and certainly the equal 
of those of other shipbuilding and shipowning countries, and 
that the men who commanded them were the peers in ability, 
learning and standing of other maritime nations. Lindsay, 
the historian of the British merchant marine, who had been a 
sailor as well as shipowner, says in his authoritative work, 
“During the first half of this century, the masters of Ameri- 
can vessels were, as a rule, greatly superior to those who held 


similar positions in English ships, arising in some measure 
from the limited education of the latter, which was not suffi- 
cient to qualify them for the higher grades of the merchant 
service. American shipowners required their masters to have 
not merely a knowledge of navigation and seamanship, but 
also of commercial pursuits, the nature of exchange, the art 
of correspondence, and a sufficient knowledge of business to 
qualify them to represent the interests of their employers to 
advantage with merchants abroad. On all such matters the 
commanders of English ships, with the exception of the East 
India Company, were at this period greatly inferior to the 
commanders of United States vessels.” 

A committee of the House of Commons, in 1836, had spoken 
of the ‘“‘vast superiority in officers, crews and equipment, and 
the consequent superior success and growth of American 
shipping.” The British Consul for Maine and New Hamp- 
shire, in a report to the Foreign Office, in 1847, said: ““Educa- 
tion is much prized by the citizens; many vessels, therefore, 
are commanded by gentlemen with a college education and 
by those educated in high schools, who, on leaving these in- 
stitutions, enter a merchant’s counting room for a limited 
time before they go to sea for practical seamanship, etc., or 
are intrusted by their parents, guardians or friends with the 
command of vessels.” 

Such was the acknowledged superiority of the American 
merchant officers at the time when Great Britain began to 
overwhelm her sailing fleet with mail subsidies, which were 
in large part virtually bonuses upon the steamship and iron 
shipbuilding industry. If subsidy had been met with subsidy, 
and this protectionism been adhered to as tenaciously as 
Britain did, and the same encouragement had been offered to 
iron shipyards that was given to cotton mills and the iron 
industry in general by high duties after 1860, the splendid 
officers and seamen of the American merchant marine would 
have won the fight, in spite of the temporary havoc wrought 
among United States sailing vessels by the Civil War. Great 
Britain stood loyally by her shipowners, and with constant 
and unceasing subsidy protection tided them over their years 
of trial and misfortune. The United States deserted her ship- 
owners in their time of need, leaving them to fight single- 
handed the hazards of the sea, the vicissitudes of the unfa- 
miliar trade of steam navigation and the treasuries of foreign 
governments. Who can wonder that they were beaten in this 
unequal contest, and driven from the sea? 


Ventilation by Induced Currents. 


At the Institute of Marine Engineers, on Dec. 5, a paper 
on “Ventilation by Induced Currents” was read by Mr. Robt. 
Gregory. The system described by Mr. Gregory consisted of 
a nozzle placed in a series of corrugated tubes of different 
sizes telescoped into one another, and so arranged that at each 
diminishing diameter an annular space remained between the 
tubes of sufficient area for the vitiated air to flow in at the 
junctions, thus carrying off the foul air or gases. The nozzle 
was fitted into the smallest tube, and was connected to an 
accumulator or reservoir of compressed air, supplied by a 
small air compressor. Pipes, fitted with a regulating valve, 
could be carried from the accumulator to each compartment 
or hold, and there connected to their respective ventilators, 
which could be used either as downcasts for fresh air or as 
upcasts for exhausting the foul air. Instead of compressed 
air a @entrifugal fan could be used for supplying air to the 
nozzles, and by means of hot air chambers the air could be 
heated for the purpose of warming the cabins or saloons. 


28 International Marine Engineering 


JANUARY, I909- 


Se Ni RA A 


THE NEW TWIN-SCREW MAIL STEAMER MOREA. 


Designed for fast mail and passenger service to India and 
Australia, the new twin-screw steamer Morea, which has just 
been completed by Barclay, Curle & Co., Ltd., at their Clyde- 
holm shipyard near Glasgow, comprises the most recent ad- 
dition to the large fleet of the Peninsular & Oriental Steam 
Navigation Company, Ltd. The keel of the vessel was laid 
Noy. 6, 1907, and she was launched Aug. 15, 1908, or within 
a period of nine months and one week. Three months more 
were required for fitting her out, and she was taken out for 
her official trial trips on Nov. 5, 1908, or exactly twelve months 
after construction was begun. 

The principal dimensions of the vessel are: 


LGN soooosodcodoocs cago ov scopgoc0agacscn FOO NESE © oA NSS 
Breadth Cheeta May Sets ties, ada) wing tag 61 feet 6 inches 
IDKSjnUa ao desu csdevidous odo dodo nece cndoo omen 1410) Mace O.saeieS 
Gross tonnage Ne ag RANE cry Hekaceatn ie METATIO OO), 
Desianed “speed ver eee cia atid eestacne See 18 knots 
Number of first class passengers........... 407 

Number of second class passengers......... 200 


The Morea was built under the supervision of the Penin- 
sular & Oriental Company’s own staff of inspectors, to the 
requirements of the Board of Trade for a foreign-going pas- 
senger steamship, and under special survey of Lloyd’s. 

The hull is of Siemens-Martin mild open-hearth steel, the 
scantlings being considerably in excess of the requirements of 


spar, hurricane and promenade decks. The general prac- 
tice of placing a number of cabins on the promenade deck 
has been adhered to. The dining saloon, a large and spacious. 
apartment, is situated on the spar deck at the fore end of 
the bridge space and extends the full breadth of the ship. A 
feature of this apartment is its great height and the large 
open well overhead, which extends through three decks to a 
large dome of stained glass on the boat deck. Electric bells, 
fans and lights are provided here as elsewhere throughout the 
vessel. A handsome double stairway at the after end of the 
dining saloon leads to the hurricane deck entrance hall, aft 
and forward of which are placed the divan and music rooms. 
At the after end of the promenade deck is situated the first 
class smokeroom, a spacious and well-appointed room, with 
a large lighting well overhead. The paneling of all the public 
rooms is of fumed oak, with fibrous plaster ceilings, the whole 
of the decoration being carried out by the builders to designs 
supplied by Messrs. Collcutt & Hamp, of London. The sani- 
tary accommodations are fitted up in numerous small blocks 
each complete in itself, placed at different points throughout 


‘the passenger accommodations, so as to make them readily 


accessible. Baths with hot and cold water, hot and cold 
showers, hand wash basins, and all other necessaries are pro- 
vided in numbers in excess of the usual complement. 

The second class passengers are accommodated towards 
the after end of the vessel, and everything is provided for 
them on a scale and in a style only inferior to the first class; 
the dining-room, smoking room, entrance hall and sanitary 


THE NEW P. & O. MAIL STEAMER MOREA. 


Lloyds. It is divided into separate watertight compart- 
ments in order to. provide for safety, a complete inner 
bottom being fitted all fore and aft with numerous watertight 
bulkheads dividing the hull transversely. There are four 
complete decks—viz: orlop, lower, main and upper— 
sheathed with teak and yellow pine. Above the spar deck, 
at the fore end, is a long forecastle, amidships the hurri- 
cane deck, and at the after end the poop deck. Above the 
hurricane deck is the first class promenade deck, extending 
for 300 feet amidships. The second class promenade deck, 
180 feet long, is situated above the poop deck. Above the 
midships promenade deck is the boat deck, at the fore end 
of which are the captain’s and officers’ rooms, surmounted by 
a wheelhouse and two flying bridges. 

The arrangements for passenger accommodations have 
been designed to give the maximum space and comfort to 
each individual. The first class passengers are all berthed 
amidships; the sleeping cabins being placed on the main, 


accommodations being all arranged with the same care and 
attention as the first class. 

The stewards’ department, one of the most important on a 
passenger steamer, has received due attention. Large store 
rooms are provided on the orldp deck, together with a re- 
frigerating chamber with separate compartments for presery- 
ing perishable provisions; also an ice-making room, the tem- 
perature of these chambers being kept at any desired point 
by a refrigerating machine on the dry-air principle, placed in 
engine room. In addition to this, a large refrigerating in- 
stallation is fitted for the purpose of carrying meat cargoes 
in the forward holds, which are insulated for the purpose. 

The galleys are placed on the spar deck and are fitted up 
with all the usual appliances. Adjacent are the bakers’ shop, 
with dough-mixing machines, dish-washing machines, etc., 
butchers’ shop, scullery, vegetable room, etc. Large pantries 
are fitted, adjoining each dining saloon, with hot and cold 
water and carving tables heated with steam. 


JANUARY, I909. 


On the spar deck, at the after end, is situated a large post 
office replete with sorting tables and every other device neces- 
sary for the expeditious handling of mails, while on the main 
deck is a supplementary sorting room, so that a more than 
ordinarily heavy mail may be handled. The mail rooms for 
India, China and Australian mails are situated on the lower 
deck. 

The Lascar crew are berthed at the extreme after end, 
under the poop, while the British crew and stewards are 
accommodated forward on the lower, main and spar decks. 
The engineers are on the spar deck, alongside the entrance to 
the engine room. 

A large chart room and wheelhouse is provided, containing 
the steering wheels and other navigating appliances, includ- 
ing Kelvin compasses, engine-room telegraphs, docking and 
steering telegraphs, speaking tubes, and loud-speaking tele- 
phones to the engine room, forecastlehead and after end of 
the vessel. The steam-steering gear is in a steel house im- 
mediately over the rudderhead, actuated by telemotor gear 
from the bridge, and aft a hand gear is fitted for emergencies. 

The propelling machinery consists of two sets of four- 
crank, quadruple-expansion engines balanced for smooth and 
silent working. On her trial trip the engines developed suffi- 
cient power to give the vessel a speed of over eighteen knots. 

Steam is supplied by eight boilers working at a pressure 
of 215 pounds per square inch, four of which are double- 
ended and four single-ended. Collectively, there are thirty- 
six furnaces, all supplied with Howden’s system of forced 
draft, operated by four large electrically-driven fans. All of 
the piping is covered with a patent insulating covering, sup- 
plied by Messrs. Matthew, Keenan & Co., Ltd. 

The outfit of auxiliary machinery in the engine room is 
unusually comprehensive, and includes fourteen separate 
steam pumps, an ash expeller whereby the ashes are forced 
out through the bottom of the ship, and a feed-water evapo- 
trator and filtering plant is fitted both in the engine room and 
in conjunction with the refrigerating machinery. 

The electric light installation consists of five independent 
dynamos, each driven by compound coupled engines; and in 
addition, an emergency dynamo is fitted complete with a 
boiler in connection with the passage, deck and masthead 
lights. The ventilation of the vessel is unusually complete for 
hot climates and, in addition to the usual methods, electric 
fans are fitted throughout. 

The appliances for mooring the ship include a large steam 
windlass, two steam capstans forward, and two steam warp- 
ing capstans aft. The cargo loading and discharging facili- 
ties are very complete, eight cargo hatchways being served 
by ten powerful hydraulic cranes, which operate with little 
noise—a fact which will be much appreciated by passengers. 


‘A UNIQUE FERRYBOAT. 


An elevating vehicular ferry steamer was recently con- 
structed by Messrs. Ferguson Bros., Port Glasgow, for the 
trustees of the Clyde Navigation for service in Glasgow 
harbor at Finneston. This vessel, which is known as the 
Finneston No. 1, is 104 feet long, 45 feet wide, with a molded 
depth of 12 feet 6 inches. She was built to British Corpora- 
tion Survey requirements, and has a Board of Trade certifi- 
cate for carrying passengers. 

The elevating platform which carries the vehicles has a 
range of 17 feet, and is carried on eight double-threaded 
buttress screws of forged steel, the screws being hung on 
collar bearings in cast steel brackets, which are supported by 
the framing legs. The platform is built up of H girders, 
closely pitched and connected at the ends to massive built 


International Marine Engineering 29 


steel girders on either side of the vessel. The supporting 
screws are fitted with worm wheels, of special material, at 
the lower ends gearing with forged steel worms all working 
in oil baths. A separate triple-expansion three-crank engine 
is fitted for the purpose of raising or lowering the main 
platform. This engine is of the inverted type, and connects 
to the worms by machine-cut bevel and spur gearing of cast 
steel, an automatic gear is fitted on this engine to prevent the 
platform from being raised or lowered beyond its intended 
travel. A brass indexed tell-tale is also fitted in a prominent 


FINNESTON NO. 1. 


position in the engine room, showing the exact position of the 
platform in feet and inches. 

The lower or main deck is of steel plating, and has no pro- 
jections above Io inches, allowing the platform to come to the 
lowest possible level during a very high tide. 

The main propelling engines are of the vertical three-crank 
triple-expansion type, each engine driving two propellers, one 
forward and one aft, two thrust blocks being fitted on each 
line of shafting. The engines are controlled from the house 
on top of the framing by balanced rods, the latter actuating 
the steam valves on the direct-acting steam and hydraulic re- 
versing engines. There are no rudders, the vessel being 
maneuvered entirely by the propelling machinery. In the con- 
trolling house the two reversing handles are situated one on 
each side of the steersman’s position. Two Chadburn’s direc- 
tion tell-tales and tachometers are also provided and fixed in 
this house, giving the number of revolutions and direction of 
the propelling engines. Chadburn’s telegraphs to the main 
and elevating engines are also fitted, the former being in- 
tended for use only in case of emergency. 

Steam is provided by two return tube marine boilers, having 
a working pressure of 160 pounds per square inch. The main 
condenser is separate from the main engines, and is fitted with 
two of Baker’s exhaust steam purifiers. The air pumps are 
independent, steam driven by two crank compound engines, 
and are in duplicate, one set being kept as a stand-by. This 
also applies to the independent centrifugal circulating pumps. 
Electric light is fitted throughout. 

The boiler feeding is effected by Weir’s automatic float- 
tank pumps, the feed-water passing through a Weir’s heater 
and Harris filter before entering the boilers. Cameron’s pump 
is fitted for bilge and wash-deck service. 

The vessel throughout is of massive design, all parts having 
been carefully constructed for their respective purposes. The 
platform is intended to carry sixteen loaded lorries, but with 
a mixed cargo as many as twenty vehicles can be accommo- 
dated on board. 

The vessel was launched with all 
and with steam up. 


her machinery on board 


30 International Marine Engineering 


JANUARY, 1909. 


A LONGITUDINALLY=FRAMED 


BY BENJAMIN TAYLOR. 


SHIP. 


The oil tank steamer Paul Paix, built by Messrs. R. Craggs 
& Son, Ltd., Middlesbrough, for the Lennards Carrying Com- 
pany, Ltd., has the distinction of being the first ship built on 
the Isherwood system of construction, in which longitudinal 
framing takes the place of the closely-spaced transverse 
frames familiar in ordinary vessels. With this system of 
construction, transverse strength is obtained by fitting on the 
shell and deck plating a series of strong transverse members 


special arrangements are made to enable her to load down 
to full load draft with a cargo of motor spirits with the same 
facility as with denser oils. The ship is 367 feet long over 
all, with an extreme beam of 49 feet 6 inches and a molded 
depth of 28 feet. She is a single-deck ship, having a con- 
tinuous expansion trunkway above the oil tanks. Propulsion 
is by means of quadruple expansion engines fitted amidships, 
steam being supplied by three main boilers abreast. There 


are two complete cargo-pumping installations of unusual 
power, designed to deliver the fuel cargo into shore tanks in 
a few hours. 


FIG. 1.—VIEW OF THE PAUL PAIX, UNDER CONSTRUCTION, SHOWING STRONG TRANSVERSE MEMBERS. 


at widely-spaced intervals. These transverses extend com- 
pletely around the sides, bottom and deck of the ship and are 
slotted to permit longitudinal frames and beams being fitted 
continuously throughout the length of the ship. It is claimed 
that by using this system of construction the ship can be built 
of greater strength with the same weight of material than 
when the ordinary form of framing is used, or, that the same 
strength can be obtained with a less weight of material. It 
is also claimed that construction is simplified, and that the 
dead weight carrying capacity is considerably increased. 
The Paul Paix is an oil tanker, subdivided into sixteen sepa- 
rate oil tanks, designed to carry 6,400 tons dead weight, and 


The coaling arrangements are very simple and very little 
trimming is necessary, the cross bunker forward of the boiler 
room (A, in Fig. 2) being the main permanent bunker. The 
bridge space is utilized for reserve bunkers. A double bottom, 
available for carrying oil fuel or water ballast, is fitted in 
the machinery spaces. 

In order to avoid any break in the longitudinal strength, the 
trunk is continued through the bridge, and the arrangements 
provide for practically the same longitudinal strength through 
the machinery space as in way of the oil tanks at each end of 
the bridge, the omission of the center bulkhead being com- 
pensated for by the longitudinally-stiffened bridge and double 


FIG. 2.—INBOARD PROFILE OF THE OIL TANKER PAUL PAIX. 


JANUARY, 1900. 


International Marine Engineering 31 


FIG. 3.—FRAMING OF THE PAUL PAIX. 


bottom. The tank abaft the engine room is for carrying part 
cargo of refined spirit and is fitted with a cofferdam at each 
end. The short tanks at the ends of the xessel (B, B, in Fig. 
2) provide for taking a cargo of spirit when more capacity 
is required than for carrying heavy oils, or these tanks may 
be used as supplementary tanks for special uses. 

The main oil tanks are 30 feet long, and two transverses 


are fitted in each of these tanks. The transverses are 35 
inches deep at the side, 20 inches across the deck, 39 inches 
at the bottom and 33 inches at the center-line bulkhead. They 
are formed of 18-pound plates and are connected to the shell 
plating by double angles. Double-faced angles are fitted 
5 x 4x Y% inches. In the engine and boiler space, practically 
the same spacing of transverses is maintained. In way of the 


BRIDGE DECK 


FIG. 4.—MIDSHIP SECTION OF THE PAUL PAIX. 


32 


International Marine Engineering 


JANUARY, I900. 


E TES SRN eel 
a ap Se a 


FIG. 5.—LONGITUDINALS. 


double bottom the alternate transverses are fitted continu- 
ously around the bottom to the center line, and the longi- 
tudinal girders are fitted in long lengths between these trans- 
verses, to which they are efficiently attached. The remaining 
transverses are stopped at ‘the deep girder in the double bot- 


bulb angle (No. 9) is 9% x 3% x 10/32 inches, and the inter- 
mediate bulb angles are graduated in size according to the 
depth of immersion. They are spaced 29 inches apart. The 


‘bottom longitudinals are 15 inches by 16 to 14 pounds, grad- 


uating in depth to 12 inches at the upper turn of the bilge; the 


FIG. 6.—DETAILS OF CONNECTION TO STRINGERS AND BULKHEADS. 


tom next the margin plate, and are then fitted intercostally 
between the longitudinals to the center line. The margin 
plate is fitted intercostally between the transverses and con- 
nected to them by double-riveted water-tight collars. 

The uppermost bulb angle (longitudinal) below the upper 
deck (No. 1, in Fig. 4) is 8 x 314 x 13/32 inches amidships, 
and is reduced to 7 x 3% x 13/32 inches at the ends; the lowest 


angles at the top and bottom of these girders are 314 x 314 x 
13/32 inches. The deck longitudinals are 7 x 3 x 13/32 inches 
amidships, except in way of the bridge, where they are 514 x 3 
x 13/32 inches and they are also this size at the ends of the 
vessel. They are spaced about 27 inches apart. The longi- 
tudinal materials at the upper and lower parts of the struc- 
ture for about the amidship half length are increased in 


sot the) 


FIG, 7.—TRANSVERSE BULKHEAD, 


SHOWING STIFFENERS. 


JANUARY, 1909. 


International Marine Engineering 


33 


strength beyond that required to resist the water pressure, 
because these parts are also, subject to bending stresses. The 
trunk deck longitudinals at the sides of the hatchways are 
TEES 11/32, inches bulb angles ; those in between the hatch- 
ways are reduced to 5% inches. 

The upper deck and trunk sides are of 20-pound plate, the 
upper deck stringer plate is from 24 to 18 pounds clear of 
bridge and 20 pounds in the bridge. The stringer plate at the 
bridge ends is 32 pounds. The trunk stringer plate and trunk 
deck center plate are 20 pounds. ‘The sheer strake is 24 
pounds in way of the bridge, 32 pounds at the bridge ends 
and 18 pounds at the ends of the vessel; the side plating is 
from 22 to 18 pounds, and 24 to 18 pounds alternately, and 
the bottom plating is 26 pounds amidships, 18 pounds in the 
fore peak and 20 pounds aft, The bridge side strakes of 
plating are 18 and 16 pounds respectively. Three strakes of 
plating at each side of the keel plate have their midship thick- 
nesses ‘maintained to the collision bulkhead, and the flat part 
of the bottom from No. 4 bulkhead (numbering from for- 
ward) to the collision. bulkhead is additionally strengthened 
by fitting double 6 by 6-inch angles to the transverses and 
double angles 3% by 3% inches to the longitudinals. 

The plate edges up to the strake below the sheer strake 
are parallel.to the keel, and the spacing of the longitudinals 
at the ends of. the vessel does not exceed the midship spacing 
but is in some parts closer than _amidships. The Teaetindlianil 
are also so arranged that the | “crossing of. the plate’ edges is 
almost avoided. The uppermost Agngitudinal on the middle-— 
line bulkhead in the trunk is a 7 X 3 x 11/32-inch bulb angle, 
and the bottom longitudinal is-9%4,x 34 x 9/16 inches, the in- 
termediate stiffeners being graduated i in size. The transverse 
bulkheads (Fig. 7) are supported on one side by three-deep 
web plates A on each side of the middle line bulkhead and on 
the opposite side with horizontal stiffeners in line with the 
longitudinals on the side plating and the longitudinals on the 
center-line- bulkhead. The sizes of these horizontal stiffeners 
are graduated according to. their depth of i immersion in a simi- 
Jar manner to those at the sides of the vessel and on the cen- 
ter-line bulkhead. The longitudinal frames and beams and 
longitudinal stiffeners on- the center-line bulkhead -are cut at 
the transverse bulkheads, and are fitted with brackets effi- 
ciently connected to the stiffeners and bulkheads. 


The Telephone Equipment of the Lusitania. 


Of the many new features which go to make the Cunarder 
Lusitania and her sister ship the Mauretania the most up-to- 
date passenger steamships afloat (in their facilities for pro- 
moting comfort for their passengers and facilitating good 
service), the private branch telephone equipment is highly 
important. We believe this to be the first instance where a 
complete private branch exchange, giving regular exchange 
facilities, has been installed on an ocean-going liner. This 
apparatus was specially designed by the engineering depart- 
ment of the Western Electric Company to meet the require- 
ments peculiar to such an installation. 

The equipment consists of a switchboard having a capacity 
of 200 stations, 89 of which are now in use, and 20 exchange 
lines, 10 of which are in use when the vessel is in port. The 
switchboard and the exchange apparatus is located amidships 
in a room set apart for that purpose. The switchboard is of 
special design, the power panel for controlling the ringing 
generators being placed on top of the switchboard proper. 
This power panel is used for charging and discharging the 
batteries and has mounted on it the necessary switches and 
measuring instruments. 

The telephones used are of special design and construc- 
tion, as shown in Fig. 1. The body is of metal, gilded or sil- 


x 


vered to harmonize with the furnishings and general color 
scheme of the room decoration in which it is used. The bell, 
induction coil and condenser are mounted in a neat box hay- 
ing a white enameled cover. In most cases these bell boxes 
are completely out of sight and the wiring between them and 
the instruments is run behind the paneling of the cabins. The 
switchhook is designed to grip the receiver and prevent the 
latter from falling down or knocking against the side of the 
instrument when the ship rolls. That part of the switch hook 


FIG. 1.—TELEPHONE INSTRUMENT, SHOWING SPECIAL CLIP FOR HOLDING 


‘RECEIVER. 


which holds the receiver is also pivoted horizontally so that 
the receiver may swing with the ship and always tend to 
maintain the active length of the lever. If this provision 
were not made the swing of the ship would lift the lever, 
owing to the shortening of the distance between the center 
of gravity of the receiver and the fulcrum of the lever. This 
arrangement has proved highly satisfactory and its use will 
doubtless become universal for this class of service. 

The telephones used on this liner are installed in the regal 
and suite staterooms, in the cabins of the purser, the ship’s 
doctor, the chief steward and in the information bureau. This 
enables the passengers to communicate with any of these de- 
partments without leaving their rooms. The hundred and 
one little things that come up during a voyage can be quickly 
arranged with the least possible trouble to the passenger. 
Passengers in different parts of the ship can communicate 
with each other, and all the advantages of a telephone on 
land are possible here. 

For further convenience of the passenger a system has been 


34 International Marine Engineering 


JANUARY, IQ09. 


nnn 


arranged by which he can communicate with those on shore 
right up to the time the ship leaves her dock. This is ac- 
complished by connecting the ship’s exchange with that of 
the city. Ten pairs of wires for the exchange junction lines 
are carried in a lead-covered cable from the switchboard to 
each side of the ship, where they are terminated in a box of 
special design. On the landing stage or dock where the ship 
is berthed a series of similar boxes is arranged, each having 
ten junction lines from the city exchange terminating in them. 
These boxes are so placed that in whatever position the ship 
is berthed one of them will be in easy reach of the box on 
the ship. A length of flexible cable containing ten pairs of 
lines and fitted at each end with a special cable head is pro- 
vided for effecting connection between the ship’s box and the 


FIG. 2.—STATEROOM, SHOWING TELEPHONE INSTRUMENT. 


shore box. At the Liverpool landing stage three of these 
shore boxes are provided and similar ones are to be provided 
in New York. 

The telephone system also greatly aids in the actual work- 
ing of the ship. On the bridge there are two pillar ’phones, 
which enable the officer on watch to speak to the steering 
gear compartment, the engine room, the starting platform, 
the after bridge, the forecastle and the crow’s nest. When 
the officer on watch receives the information from the look- 
out in the crow’s nest, he immediately calls up the engine-room 
platform. From the engine-room platform communication 
can be had with the chief engineer’s offce, the steering-gear 
compartment, the pump rooms and the dynamo rooms. Com- 
munication is also afforded between the captains, officers, 
stewards, pursers, the Marconi house and the information 
bureau. 

The chief steward uses the telephone to order from the 
various store rooms whatever may be required for the bill 
of fare, as well as to give instructions to his assistants re- 
garding their duties. The purser and those of this depart- 
ment use the telephone almost continuously, while the infor- 
mation bureau is always busy. 

From this it is seen that the principal officers of this ves- 
sel, whether the navigators, engineers or administrative offi- 


cials, find immediate use for the telephone. In fact, in a ves- 
sel like the Lusitania, where the passengers and crew number 
Over 3,000, a telephone system becomes a necessity. The re- 
sults obtained from the use of this system on the Lusitania 
have been so satisfactory that it is only a question of time 
before all our big liners will be similarly equipped. 


Magnetic Survey Yacht Carnegie. 


The Carnegie Institution of Washington has recently 
placed a contract with the Tebo Yacht Basin Company, of 
Brooklyn, N. Y., for the construction of a magnetic survey 
yacht, to be built after designs by Mr. Henry J. Gielow, of 
New York. This boat is unique in that all the materials en- 
tering into its construction are to be non-magnetic, a fact 
which prohibits the use of iron and steel in the construction 
of all the machinery and fittings. The motive power, which 
is to consist of producer gas, further prohibits the use of 
copper and brass in the gas producer and parts of the engine 
in contact with the gas. Bronze, manganese metal and gun- 
metal will be largely used in the construction of the ma- 
chinery. 

The principal dimensions are: Length over all, 155 feet 
6 inches; length on load waterline, 128 feet 4 inches; beam 
molded, 33 feet; depth of hold, 12 feet 9 inches; with a mean 
draft of 12 feet 7 inches, and a displacement of 568 tons with 
all stores and equipment on board. 

The hull will be constructed of wood; the keel, stem, stern- 
post, frames and deadwood to be of white oak; the beams and 
planking of yellow pine, and the deck of Oregon pine. The 
fastenings to be locust tree nails, copper and Tobin bronze 
bolts and composition spikes, All deck fittings, metal work 
on spars and rigging will be of bronze and copper, and the 
rigging will be of hemp. 

The vessel will have full sail power, being rigged as a 
hermaphrodite brig, carrying just under 12,900 square feet of 
plain sail. In addition to this there will be an auxiliary power 
plant consisting of a six-cylinder, internal combustion engine 
capable of developing 125 indicated horsepower at 350 revolu- 
tions per minute, which, driving a feathering propeller of 
special design, will give the vessel a speed of six knots in 
calm weather. The engine will be operated by gas generated 
in a producer gas plant. The vessel will carry 25 tons of 
coal in her bunkers, which will give her a cruising radius of 
2,000 nautical miles at a speed of six knots. 

The living quarters are all below; ventilation and lighting 
being obtained by means of a cabin trunk on deck about 42 
feet 8 inches in length, 16 feet 6 inches in width and 3 feet 
in height, and safety will be secured by means of six trans- 
verse watertight bulkheads dividing the vessel into seven com- 
partments. The officers’ and crew’s quarters will be forward, 
42 feet in length, occupying the full width of vessel; next 
will be the quarters for the scientific staff 38 feet in length 
and extending the full width of the vessel; and abaft of 
this will be the machinery space, 23 feet in length. The living 
quarters have been planned to give good accommodations for 
all, and will be fitted with all necessary conveniences. 

The observation room and observatories are located on 
the main deck amidships, and consist of a central observation 
room with circular observatories forward and aft of it. The 
observation room will be 14 feet 6 inches long and 16 feet 
wide,’and the observatories will be circular, 7 feet 6 inches in 
diameter, each fitted with a revolving dome, constructed of 
bronze framework and plate glass. The joiner work will 
be in white pine painted, with hardwood trimmings finished 
bright. 

The first voyage of the Carnegie will be to the North, visit- 
ing Hudson Bay and Greenland. 


JANUARY, I909. 


International Marine Engineering 35 


Centrifugal Pump Fire Boats. 


An abstract of a paper, read by Mr. Charles C. West before 
the Society of Naval Architects and Marine Engineers, de- 
scribing the centrifugal pump fireboats recently built for 
Chicago, was published on page 539 of our December, 1908, 
issue. This paper included data taken on an eight-hour test 
on one of these boats, the results of which, as given in the 
advance copies of the paper, showed that 4,800 gallons of water 
were discharged per nozzle per minute. This figure was sub- 
sequently corrected when the paper was read to 4,808 gallons, 
making a total of 9,616 gallons per minute for the boat. 

The steam consumption of the turbines per B. H. P. per 
hour was given in the paper as 18.4 pounds, and the coal con- 
sumption per B. H. P. per hour was 2.82 pounds. Since the 
trial was made, however, it was discovered that the impellers 
of the pumps had been fitted too closely, and were rubbing 
badly, so that it was necessary to take them out and give them 
more clearance. The figures given in the paper, as published, 
therefore, for the B. H. P. of the turbines are quite unre- 
liable, and the actual B. H. P. was undoubtedly considerably 
more than the amount stated. How much more it is impossi- 
ble to say, as there is no way, of course, to determine what 
the increased resistance in the pumps caused by this excessive 
friction of the impellers was. It may be stated, however, that 
all four sets for the two boats, that is, the turbines, genera- 
tors and pumps, were thoroughly and carefully tested at the 
works of the General Electric Company, at Schenectady, be- 
fore shipment to Manitowoc, and that the water consumption 
per B. H. P. was found to be 15.8 pounds, the efficiencies of 
the pumps varying from 70 to 75 percent. These results were 
obtained with a steam pressure of 160 pounds, a vacuum of 
30 inches and with dry steam. The B. H. P. developed was 
675. In the Manitowoc test, described in the paper, the mois- 
ture in the steam, determined by calorimeters, placed close to 
the turbine throttles, was 2.3 percent. Assuming that the 
steam consumption of the turbines went up to 16.25 pounds, 
which seems a fair allowance, the B. H. P. would have been 
about 1,325, the efficiency of the pumps about 67 percent, the 
B. H. P. per square foot of grate surface about 15.8, and the 
coal per B. H. P., with no deduction for the auxiliaries, about 
2.5 pounds, corresponding to about 2.25 pounds per indicated 
horsepower. All these figures, it should be remembered, are 
the averages of fifteen-minute readings, extending over a full 
eight-hour period, including all the necessary cleaning of fires, 
with the same fire-room crew for the whole test. 

Since then more clearance has been given the impellers, and 
the pumps have been put through the required four-hour test, 
running absolutely dry without the slightest trouble of any 
kind, and a subsequent examination of the impellers showed 
no sign of rubbing whatever. 


4 The Harbor Tug Essayons. 


A new type of harbor tug has just been completed by the 
Racine Boat Manufacturing Company for the United States 
government, to be used by the Engineers’ Department on Lake 
Superior in the vicinity of Duluth. This boat was designed 
by government engineers primarily for use as an ice-breaker, 
for the purpose of clearing the canals in midwinter. She is 
86 feet long over all, with a beam of 21 feet and a draft of 
10 feet 6 inches. The hull is constructed entirely of steel with 
extra heavy frames, and with double plating at the bow for 
encountering heavy ice. The bow is sharply cut away under 
water, while the underbody amidships and aft is of com- 
paratively large displacement, thus giving a form of hull 
which will allow the forward part of the boat to slide up on 
heavy ice and crush its way through. 

The Essayons is propelled by a fore-and-aft compound en- 
gine, having cylinders 16 and 34 inches diameter, with a com- 


mon piston stroke of 26 inches. Steam is furnished at a 
working pressure of 180 pounds per square inch by a fire-box 
boiler having 1,560 square feet of heating surface. “The boat 
was designed for an average speed of 12 miles per hour, and 
is fitted with a steam steering gear. Heavy towing bits and 
Sampson posts are also provided at the bow and stern, as the 
tug is expected to prove herself of yalue for towing purposes. 


The First Successful English Hydroplane. 

Since experiments were first made with hydroplanes, interest 
has centered in the speeds which could be attained on given 
powers with this type of boat. The photograph shows a 
hydroplane 13 feet long with a beam of 5 feet 6 inches, 
equipped with a three-cylinder, 12-horsepower Brooke motor, 
which has already attained a speed of approximately 20 


THE SURPRISE AT FULL SPEED. 


statute miles per hour. This boat was built by J. W. Brooke & 
Company, Ltd., Lowestoft, who claim that she is the first 
successful English hydroplane to be built. She is equipped 
with a solid propeller fixed well below the surface of the 
water, which is driven by the motor through a universal joint. 
Trials are now being carried out with different propellers, 
and it is expected that, as soon as the most efficient pro- 
peller is found, the speed already attained will be increased. 


THE DEVELOPMENT AND PRESENT STATUS OF 
THE EXPERIMENTAL MODEL-TOWING BASIN. 


BY H. A. EVERETT, S. B. 


In probably no branch of naval architecture or marine en- 
gineering do scientific observation and deduction play such 
an important part as in the modern model-towing basin. 
What the research laboratory is to the advanced chemist and 
physicist, this becomes to the present-day shipbuilder, so be- 
fore proceeding with a description of the existing tanks and 
their operation, it will be of interest to review the steps lead- 
ing up to the establishment of the pioneer tank of Wm. 
Froude, in 1872. 

Over two centuries ago, scientists interested themselves in 
the resistance a floating body offers to forward movement, 
and theories and opinions concerning the form necessary for 
least resistance were advanced by such men as, Newton, 
Bernouilli and Euler, which were fortified, in many cases, by 
formidable mathematical work. Their results, however, were 
so slightly confirmed by practical experiments that they were 
of little value. In 1770 the French Academy of Sciences or- 
ganized a commission for resistance investigation, consisting 
of D’Alembert, Condorcet and Bossut, who were to collabo- 
rate with Borda in deducing from his experiments (of 1763- 
67) and others a mathematical formula which should give a 
form of least resistance, and it is here that we strike the 
keynote of the fallacy that apparently ran through all the 


36 International Marine Engineering 


work up to Froude’s time, namely, the belief that a single 
form existed which offered least resistance under all condi- 
tinons of speed, displacement, and length. To us at present 
this seems hardly conceivable, and yet traces of it appear, 
to-day, in the experiments sometimes carried out. 
Borda’s experiments included some ship-shaped solids, but 
were mostly concerned with mathematical solids, as prisms, 
cylinders, etc., and along a similar line the French vice- 
admiral, Thevenard, worked at Lorient. Later (1775-94) 
the Swedish chief constructor, Chapman, attempted to find 
out the influence of the location of the maximum section in 
solids of rotation with parabolic or conical ends, but the 
solids were small (28 inches long) and his results did little 
to advance the cause. 

Col. Marc Beaufoy carried out experiments in England 
about this time (1793-'98), which may be considered to be 
the beginning of the present method of attacking the prob- 
lem. He towed a large number of solids, some submerged and 
some floating, in the Greenland dock. A run of 400 feet was 
obtained, and the water had a depth of 11 feet. The models 
were drawn by a heavy weight suspended from three large 
sheer legs forming a tripod nearly 60 feet high. (See Fig. I.) 
The absolute motion of this was multiplied by pulleys, and the 
time and speed automatically recorded on a batten by a pen- 
dulum. The experiments were originally undertaken in 1791 
at the instigation.of the “Society for the Improvement of 
Naval Architecture” (now out of existence), which furnished 
some financial backing, but were completed by Col. Beaufoy 
from his own resources. The models used were largely geo- 
metrical, though some approximated ships’ forms, but the 
value of his work was in his segregation of the frictional 


evel 


JANUARY, I909. 


regarding the power necessary to obtain a certain speed in 
order to build engines in accordance. This brought forth 
additional experiments, which were in the direction of towing 
tests’ of actual steamers. 

From the results of these towing tests and what trial-trip 
data were available, many formule for power were advanced 


- FIG, 2.—DIAGRAM OF TOWING CARRIAGE USED BY FROUDE IN HIS EARLY 
EXPERIMENTS AT CHELSTON CROSS, TORQUAY. 


by the authorities” of that time, all of which were largely 
empirical. Based as they were, on tests of vessels not modern, 
even at that time, and many upon sailing ships, they de- 
pended so largely upon the personal knowledge and experi- 
ence of the user that they were of little value outside of the 
originators’ hands, and even there, within but narrow limits. 
About this time the British Association appointed.a com- 
mittee to investigate the various formule in use, and report 
upon their accuracy, which they did as follows® “We may 
sum up the result in the broad statement that there exists no 
generally recognized theory or rule for calculating the re- 
sistance of a ship, Many such rules have been put forth, but 
they do not agree in form or in their results, and the credit 
of each, consequently, rests, as a practical matter, on the 
reputation of the author.’ They recommended the carrying 


FIG. 1.—TOWING. APPARATUS USED BY COL. MARC BEAUFOY AT THE GREENLAND DOCK. 


resistance and the study and analysis he made of it. He 
carried out experiments for this upon planks of varying 
lengths and tabulated the frictional resistances. The models 
were of wood, painted. 

The interest in experimental work along this line seems 
to have flagged about the last of the eighteenth century, and 
though numerous scientific discussions appeared, little addi- 
tional research work was attempted until the middle of the 
nineteenth century, when steam, as a motive power, made its 
appearance, and it became imperative to have information 


out of more towing experiments on full-sized ships, Froude 
dissenting. 
Up to this time the resistance not due to friction, when dif- 


1 Towing experiments were carried out by Dupuy de Lome & Jaffe and 
Admiral Bourgois upon the following vessels: 1840, Sphinx (wooden 
steamer); 1846, Purgowin (schooner); 1848, Fabert (brig); 1853, Mor- 
ceau (wooden frigate); 1856, Duperre (battleship); 1861, Elorn 
(frigate). 

2 Tredgold, Campaignac, Bourgois, Dupuy de Lome, Nystrom, Thor- 
neycroft, Guide & Jay, Isherwood, etc. 

’ Merrifield, “First Report of the Committee of the British Associa- 
tion, Exeter meeting, 1869.’ 


JANUARY, 19090. 


International Marine Engineering 


37 


ferentiated at all, had been assumed to be a direct displace- 
ment resistance, that is, the resistance was assumed to have a 
relation to the actual quantity of water (equal to the displace- 
ment) which the ship moved aside in passing, and it remained 
for Scott Russel to bring forth the theory of wave-making re- 
sistance as a distinct and separable factor. 
kine, in 1866, published his stream-line theory. 
The modern attack began with the resumption of towing 
experiments upon ship models by William Froude® about 1870. 


DRUM 


RECORD 


FIXTURE 


MAIN 

AISA FULCRUM ABOUT WHICH B.C.D.F Mow 

Co ooo 6 6 6 oO 

FISA BALL & SOCKET BEARING. 
- SPIRAL SPRING 


j 
i 
| 
a 
! 
1 
1 
H 
| 
! 
i 


Tow ROD To MoveL B 
9342.) 


TYPICAL RESISTANCE OIAGRAM - 
SSS SR Sa ee 
PORT LOG 


STARBOARD LO6 


OISTANCE.— 25 FEET INTERVALS 


PTS STS SS ST SF 
TIME — HALF SECONOS 


STROPHOMETER 


RESISTANCE 


mo 


Professor Ran- 


tion. This was accepted, and the first real model-towing 
basin was constructed at Chelston Cross, Torquay, near his 
home. This was not, by any means, an elaborate structure, 
for it is very doubtful if anyone at that time looked upon it 
as more than a temporary structure, which would be done 
away with when the experiments should be finished. It was 
simple and complete, and in the hands of a master like Froude, 
it turned out wonderful work. In fact it has served as a 
pattern for all later tanks. 


i FIXTURE 


ODD 
Ss 


ERY 
KA 


7 


kK uM 


GURNARD FRAME 


FIXTURE 
=] 
= 
= 
== s air 
a 
RECORD DRUM = 
— 
FRAME 
=I 
=e 
= 
a | 
Als FULCRUM ABourT WuicH B.C2D Move 
E;, . 0 » PF&G 
Koo . « ALaM . 


M.» TENSION WEIGHT. 

N { + DRIVING WHEEL COMMUNICATING 
ROTATION TO THE WHEELS W BY CORD DRIVE, 

08S ARE SPIRAL SPRINGS 

R. RAISING & LOWERING SCREWS.4 1N NUMBER 

T, PIECES OF WATCH SPRING STEEL 

X. GUIDE PULLEYS. 


TYPICAL SCREW TRUCK DIAGRAM 


TIME — HALF SECONDS 


DISTANCE.~ 25 FEET INTERVALS. 


~ 


REVOLUTIONS.— PORT PROPELLER. 


REVOLUTIONS.—STARBOARD PROPELLER. 


eet yl McNett ny yyy Wem pee OE 


BELT 


rol flyin ran fav 


FIG. 3.—DIAGRAMMATIC REPRESENTATION OF APPARATUS FOR RECORDING MODEL RESISTANCE, AND PROPELLER TURNING MOMENT AND THRUST. 


He was a member of the before-mentioned committee of the 
British Association, and, in an appendix to their report, made 
the proposal to carry out towing experiments upon models. 
He held that from accurately carried-out experiments upon 
carefully made ships’ models, results would be obtained which 
would permit making a perfectly definite and correct esti- 
mate of the power necessary to drive the full-sized ship, rep- 
resented by the model, at speeds corresponding to those at 
which the model was towed. He objected to the resumption 
of towing experiments upon full-sized ships, on the grounds 
that the large number of types that must be taken and the 
expense in time and money to carry them out made it im- 
practicable. Acting upon the suggestion of Sir E. J. Reed, 
he drew up a proposal and estimate for an experimental sta- 


*Wm. Froude was a civil engineer by profession, and was associated 
with Mr. Brunel in many of his railway problems, retiring in 1846. 
When Mr. Brunel was superintending the building of the Great Eastern 
he requested Mr. Froude to carry out experiments on friction for her 
launching (1869). Later, Froude investigated the rolling of ships and 
built the foundation of the present theory of waves. In 1869 he was 
appointed one of a committee of six of the British Association, as above 
stated, to report on “The State of Existing Knowledge on the Stability, 
Propulsion and Seagoing Qualities of Ships, and as to the application it 
is ‘desirable to make to Her Majesty’s Government on these subjects.” 


Froude was a practical mathematician and’ his principal 
service to the world lies more in the careful analysis he 
made of his towing experiments and his development and 
presentation of his “Laws of Comparison,” whereby the re- 
sults obtained upon models could be enlarged to the scale 
of the full-sized ship than in the equipment of this first tank. 
The tank itself was 300 feet long by 36 feet wide by 10 feet 
deep. The sides were sloping and of asphalted earth, and 
the light wooden carriage running on tracks suspended from 
the roof was drawn by a stationary engine at one end of 
the tank. 

On the completion of the tank, Froude immediately began 
his experiments. Considerable divergence of opinion existed 
as to the reliability of tank experiments, and Mr. Scott- 
Russell, while admitting the value of comparative experiments 
upon different models, said that in his opinion experiments 
with small models were “quite remote from any practical re- 
sults on a large scale,”® but he reckoned. without his host, for 
Froude, acting for the Admiralty, carried out his famous 


® Trans. Inst. N. A., 1870. Vol. XI., p. 82. 


38 


International Marine Engineering 


JANUARY, I909, 


“Greyhound” experiments. The Greyhound was a screw 
sloop of 878 nominal tonnage without masts, and this ship 
Froude towed from a 45-foot boom, rigged out over the star- 
board side of H. M. S. Active at varying speeds and dis- 
He took three displacements, and at each three 
different trims; in each condition she was tried at speeds 
ranging from 3 to 12% knots. Upon the curve of resistance 


placements. 


o 


given uS the surest estimate of the power to be required. 


Froude’s yindication of his theories was so complete that 
towing experiments were resumed with renewed vigor, closely 
following, however, the lines laid down by him. The Dutch 
Naval Constructor Tideman equipped a tank similar to that 
of Froude in one of the Royal Docks of Amsterdam and 
towed paraffine models up to 30 feet in length. His work on 


GER.GOV’T & TECH.HOCHSCHULE, DRESDEN, GER. 
(THE NEW UBIGAU TANK) 


nd rr 0 Ad 
3 SHe —— — 419 8——— — > 33 


ITALIAN GOV’T, SPEZIA, ITALY 


—— 


nC) 


195.8 Sq.Ft. 
t 


0 1 2 3 4 6 H N, 9 10 Met 
eS ——= : GER.GOV’T AND CHARLOTTENBURG 
0 6 10 15 20 25 30 35 Feet 


U.S.GOV’T, WASHINGTON, U.S.A. 


PLATE 


I.—CROSS SECTIONS OF 


on speed which he obtained from these experiments, he super- 
posed the curve which he obtained from towing a model of 
the Greyhound (1/16 the actual size) under each of the dif- 
ferent conditions to which the ship herself had been sub- 
jected. The curve obtained from the model experiments 
practically coincided with that obtained from the towing of 
the ship herself, a splendid confirmation of his faith in model 
experiments, and from that time carefully carried out ex- 
periments upon the exact model of the proposed ship have 


6 Trans. Inst. N. A., 1874, p. 59. Discussion by Wm. Froude, of 
Greyhound experiments. “‘The experiments with the ship, when com- 
pared with those tried with her model, substantially verify the law of 
comparison which has been propounded by me as governing the relation 
between the resistance of ships and their models. This justifies the re- 
liance I have placed on the method of investigating the effects of varia- 
tion of form by trials with varied models; a method which, if trust- 
worthy, is equally serviceable for testing abstract formule as for feeling 
the way towards perfection by a strictly inductive process.” 


TECH.HOCH., BERLIN, GER. 


N.GER.LLOYD, BREMERHAVEN, GER. 


PRINCIPAL EXPERIMENTAL MODEL-TOWING BASINS 


NOW IN EXISTENCE, 


frictional resistance of model and ship surfaces is standard 
to-day. (Memoriaal van de Marine, Amsterdam, 1786.) 

France undertook similar work at Brest, when Risbec in- 
augurated the towing of wooden ship models coyered with 
tinfoil, but modified Froude’s method to the extent of towing 
models from a floating platform, which was itself towed. 

In Italy the work of Lettieri along the same line was under- 
taken in a dock with the towing apparatus stationary on shore, 
after the order of Beaufoy’s. 

Froude’s method of carrying out his model experiments, 
as well as his machinery therefor, has been copied practi- 
cally in its entirety by the subsequent establishments, ex- 
cept for minor changes and improvements, and a description 
of one, in a general way, will apply to nearly all. The model 
carefully constructed, as described later, te the exact form 


JANUARY, 1909. 


: International Marine Engineering 39 


of the ship, is towed at various speeds from a carriage span- 
ning the tank, and its resistance, trim and speed automatically 
and continuously recorded on apparatus located on the towing 
carriage. There is also propeller apparatus on the carriage 
for recording the revolutions, turning-moment speed, and 
thrust of the model propellers. The model is usually towed 
both with and without the propellers in place behind it. 
Figs. 2 and 3 show the carriage, and, diagrammatically, both 
the model and propeller apparatus, with typical diagrams, as 
installed in one of the most recent tanks. (john Brown & 
Co., Ltd., Clydebank.) As the speed through the water 
may not be the same as the speed of the carriage on account 
of currents in the tank, a measure of these currents is made 
by the revolutions of two log screws running in advance of 
the model, and a graphic measure of speed from a stropho- 
meter is recorded for detecting any lack of uniformity of 
speed. 

William Froude also carried out experiments upon the 
frictional resistance of planes of different surfaces from 2 to 
50 feet in length, which form the basis of our present-day 
estimate of skin resistance of ships. Upon his death, in 1879, 
his son, R. E. Froude, who had been his assistant, was ap- 
pointed by the Admiralty to carry on the work, and a new 
tank was constructed at Haslar, England. 

Meanwhile, Mr. Wm. Denny, of the Clyde shipbuilding 
firm of Wm. Denny & Bros., had been so impressed with the 
value of tank experiments that his firm had built a private 
establishment in 1884 very similar to that at Torquay, and 
inaugurated the custom of towing models of all ships built 
by them. This firm built many paddle-wheel steamers, some 
of them of very high speed, and in these the location of the 
paddle wheels to take advantage of the wave formation 
thrown up by the ship was one of the points readily solved by 
tank experiments. It placed them in a position to guarantee 
speed and to take the position of pre-eminence that they did 
for this type of boat. Following is a list of the tanks at 
present in existence, and Plates I. and II. give a general idea 
of the arrangement of each: 


PRINCIPAL EXISTING MODEL—TOWING BASINS. 


Date OWNER Place 


Length 
Breadth 
Depth 
Run 
Sectiou. 


1884) W. Denny & Bros....| Dumbarton, Scot....}300 |22 |10 |250| | -) 
1886] Brit. Admiralty... .. Haslar,Eng........|400 |20 |9 360) |_| 
1889} Italian Goy’t........ Speziawlitalyannereree 538 |19.7| 9.9/480) |_) 


*1892| ‘““Kette” S. B. Co. 
(old Uebigau tank).| Uebigau, near Dres- 


den, Ger.. ......}206 |24.6) 4.5)/206 | 
1893) Russian Gov't.......| St. Petersburg....../441 |21.8/11 |374 
1899} U.S. Gov’t.........| Washington, U.S.A../470 |42.7/14.7/384 ya 


1900) Cornell Univ....... 
1900} N. Ger. Lloyd S.S. 


Ithaca, N. Y.,U.S.A.]418 |16 10. /418| |_| 


COME F .|Bremerhaven, Ger....]541 |19.7/10.5/476) |_| 
1902) Tech. Hochschule & 
Gas CHPsocecec|| Belin Cae snoson 0: 557.7(34.4|11.5]479| \_7 


1903 John Brown & Co...) Clydebank, near 
Glasgow, Scot....|445 |20 9 |400 


1904) Tech. Hochschule & 
Saxon Goy’t (new 


Uebigau tank)....| Uebigau, near Dres- 
den, Ger.........]/312 |21.0/11.3/288 
1906} Univ. of Mich....... Ann Arbor, Mich, 
Wo SAbSoss coon sf OO 129 iO 76 


ANA) Tixancth Gar oo oo voll BABS oon ou coon gee. 525 |32.8|13.1/442 


_ 1907) Mitsubishi S.B.Co.| Nagasaki, Japan.. .. 


Norre.—The length, breadth and depth are the overall distances at the water 
surface and the depth is at the center line. The run is the length, exclusive of the 
docks, etc., at each end and the date is that of beginning experimental work. 

* Now. discontinued. 


ere 


(To be continued.) 


1884-Wm. Denny & Bros., Dumbarton, Scot. 


<= —4004 al 


- Hochschule, 


=a | Berlin 


10 20 380 40 50 60 Meters 


; i 
50 100 150 200 Feet 


Os Ger. Gov’t and Tech. Hochschule, Dresden, Gen, 
j (New “Uebigau” Tank) 


kc 2754 == 
1906—- Univ. of Mich., Ann Arbor, Mich., U.S.A. 


Foo i 
rk Fe = 449 


1906—French Gov’t, Paris 
i ; 
1 


PLATE II.—-PLAN OF TANKS NOW IN EXISTENCE, SHOWING 
PRINCIPAL DIMENSIONS, 


40 International Marine Engineering 


JANUARY, 1900. 


Published Monthly at 
17 Battery Place New York 


By MARINE ENGINEERING, INCORPORATED 
_ 4. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Branch 


philadelphiss Machinery Dept., The Bourse, S. W. ANNEss. 
Offices 


Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
(NTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain. entered at Stationers’ Hall, London. 


The edition of this issue comprises 15,000 copies. We have 
no free list and accept no return copies. . 


Notice to Advertisers. . : 
Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the roth of 
the month. 


Government versus Private Work. 


The controversy over the relative merits of naval 
work done in government establishments and in private 
shipyards is of long standing. One of the things which 
has always counted heavily against the government es- 
tablishment is the lack of engineers sufficiently well 
trained in certain specialized lines. This is true in both 
the United States and England. In both countries 
most of the machinery for naval vessels is obtained 
from contractors, and, in the case of recent ships 
propelled by turbines, this work has been done by cer- 
tain concerns which have secured the services of highly 
skilled and specially trained men who are thoroughly 
acquainted with the design, construction and operation 
of steam turbines. Since nearly all of the repair work, 
however, is carried out in government dockyards or 
navy yards, this machinery passes at once under the 
supervision of men whose knowledge of engineering 
is, on the whole, of a more general nature than that 
of the men employed by the builders. 
as set forth by one of our correspondents this month, 
need little comment. 

In the United States the work of designing naval 
machinery, the general supervision over repairs to naval 
machinery, the examination and supervision of ma- 
chinery plans in detail submitted by contractors en- 
gaged in building government vessels, and the collec- 


The results, 


tion and arrangement of engineering data of the world’s 
progress in naval engineering, are done at the Bureau 
of Steam Engineering, under the supervision and direc- 
tion of line officers detailed for engineering duty only. 
The need is now being acutely felt for a greater num- 
ber of younger officers adequately trained for this 
service. Undoubtedly the greatest efficiency results 
when the officers who design naval machinery are also 
the ones who superintend its construction on shore, 
and, later, its operation at sea; for only in this way can 
they acquire familiarity with all the needs of the 
service. 

The opportunities which a young line officer has for 
instruction and development under such close associa- 
tion with engineering work in the navy are excep- 
tional. In navy yards the engineering work of such 
officers includes the making of estimates for repairs, 
deciding upon their necessity, preparing designs for 
alterations and repairs and supervising and conduct- 
ing the work when authorized both on shore and on 
the ships. The field for instruction and development 
for a young line officer on duty at a private shipbuild- 
ing yard, supervising the inspection of machinery for 
vessels under construction, is one of the best, espe- 
cially if such officers are detailed to those posts with 
a view to their assignment to the ships under construc- 
tion after they are completed. By their close personal 
contact with the machinery during this construction 
and the final stages of its assembly on board the ship, 
and by their presence and observation during the 
preliminary and full-speed trials, they acquire a mass 
of information about the machinery and ship in gen- 
eral which makes their services of the greatest value 
to the government during the succeeding years in 
which the ship is in service. It is generally admitted 
by officers of the navy that whatever excellence is at- 
tained in the equipment of ordnance, propelling ma- 
chinery, auxiliaries, electrical equipment, etc., is due 
very largely to the fact that the officers who inspected 
the materials and superintended the construction on 
shore were the same ones who afterwards at sea su- 
pervised their operation. 

There is a vast field for improvement in the design 
and installation of naval machinery, and also in the 
administration of government establishments. The 
expense of repair work at navy yards is notoriously 
large compared with the expense of similar work car- 
ried out by contractors, and this can be reduced only 
by closer and better supervision of machinery details 
and greater economy in navy-yard management and 
administration. What little constructive work has 
been done in the United States navy yards has entailed 
considerably more expense and taken a greater length 
of time than similar work performed in private ship- 
yards, the most notable case being the construction of 
the battleships Connecticut and Louisiana. The Con- 
necticut, constructed in the Brooklyn Navy Yard, cost 
$390,280 (£80,340) more than the Louisiana and 


JANUARY, 1909. 


International Marine Engineering 41 


required four months longer in building. It some- 
times happens, however, as in the case of one of the 
battleships now being built in England, that the con- 
structive work is carried out with all possible speed 
at a dockyard, only to have the completion of the ship 
delayed by the non-delivery of her machinery and 
ordnance, due to labor troubles at the contractors’ 
works; but that is a condition of affairs which seldom 
happens. 

Perhaps it is not strange that the highest efficiency 
is not maintained in a navy yard or dockyard where 
the work done is of such a miscellaneous character, 
ranging, as it does, all the way from the manufacture 
of ships’ stores to the construction of the ship itself, 
and the total product of any one thing is such a 
comparatively small amount. Good results would 
hardly be expected from a strictly commercial estab- 
lishment under these conditions. However, the fact 
remains that, in general, naval work can be done by 
contractors more cheaply, more expeditiously, and 
more efficiently than in government establishments; 
and, until conditions are changed, contractors are likely 
to remain far in the lead. This is the fact which 
most vitally concerns the people whose money is being 
spent for this work, and HOS wines the work is being 
done. 

Trade Papers in Europe. - 

At a recent meeting of the Technical Publicity ne 
sociation in New York, President Redfield made a 
comprehensive statement regarding the status of trade 
papers in Europe. In general, foreign trade papers 
seem to be of little value to the average business man, 
principally on account.of the poor editorial quality of 
the publications. It has been the case in America that 
nearly all successful trade papers have first created 
their own demand by the excellent editorial quality of 
the magazine, and have then proceeded to fill this de- 
mand until now the mission of the trade paper is. a 
definite one and its place in the business world a defi- 
nite place. Mr. Redfield stated that theoretically the 
proper paper for an Ameriean to advertise in is one 
which is printed and distributed in the country which 
he wishes to reach, but practically it seems likely that 
good trade papers printed in America and intelligently 
distributed abroad may be better mediums than the 
feeble efforts which are the rule rather than the ex- 
ception abroad. 

Due to the fact that INTERNATIONAL Marine En- 
GINEERING covers a field which is world-wide, we have 
had ample opportunity to test the truth of the above 
statements. When, three years ‘ago, the extent of 
our circulation in Great Britain and Ireland seemed to 
justify the publication of an English edition, we en- 
tered this field not only with the idea of being better 
able to serve the interests of our readers by presenting 
at first hand the conditions which prevail in foreign 
shipyards, and especially those of Great Britain, the 
greatest shipbuilding center in the world, but also 


with the expectation of finding a definite place in the 
English business world. The results have amply. ful- 
filled our expectations, and to-day we have evidence 
that our magazine has found a definite place in the 
business world, not only in the two countries in which 
it is published, but all over the world, as testified by 
our large circulation in all countries where there are 
maritime interests. We have found that people all 
over the world look to the two great English-speaking 
nations not only for engineering data but also for the 
dissemination of engineering information, which, espe- 
cially in America, is not jealously guarded as a trade 
secret. —_ 
Model Towing Tanks. 

When the bulk of shipping was carried in sailing 
vessels the shipbuilder was not as vitally concerned 
with the question of the resistance which a floating 
body offers to forward movement as is the builder of 
iron steamships to-day. Early designs of sailing ves- 
sels were based on the results of practical experience 
at sea and it was the aim of the builder to secure the 
best sea-going and sailing qualities for his ship. The 
result of years of experience with all types of ships 
gave him all the information he needed on this score- 
Fast sailing ships were therefore the result of a proc- 
ess of gradual development rather than of the direct 
application of the principles of theoretical naval archi- 
tecture. With the-advent of. the steamship, however, 
it became important to know how variations in the 
shape of the hull affected the resistance which the ship 
offered to propulsion through the water and also the 
exact relation between power and speed for any ship. 
It was soon recognized that these and various other 
similar problems could best be investigated by means 
of towing experiments on small models of the ship it- 
self provided the results obtained from such tests 


could be applied to the full-sized ship. The connect- 


ing link between the theoretical and practical appli- 


cation of such experiments was offered by William 


Froude in the development and presentation of his 
“Laws of Comparison,” whereby the results obtained 
upon models could be enlarged to the scale of the full- 
sized ship, and this, as pointed out by a writer else- 
where in this issue, was Mr. Froude’s principal service 
to the world. 

Onee established, towing tanks have become an im- 
portant and almost indispensable adjunct to the lead- 
ing navies of the world and also to the private ship- 
builder. Besides the tanks owned by different coun-— 
tries and by shipbuilders, which are usually supplied 
with very complete and expensive equipment, a num- 
ber of smaller tanks have been established at various 
engineering schools where naval architecture is taught. 
While the equipment of these tanks is less elaborate, 
the-work carried out at them is often of the greatest 
value, because, unhampered by commercial considera- 
tions, they are available for a great amount of valuable 
research work. 


42 International Marine Engineering 


JANUARY, IQ09. 


—7—_e—e—e—rerererere—————— OO OO 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
,eports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 


Tons. Knots. Nov. 1. Dec. 1. 


&. Carolina.. 16,000 18% Wm. Cramp & Sons......... 65.9 69.9 
Michigan ... 16,000 18% New York Shipbuilding Co.. 74.9 79.4 
Delaware ... 20,000 21 Newp’t News S.B. & D.D. Co. 50.3 54.9 
North Dakota 20,000 21 Fore River Shipbuilding Co.. 58.8 62.8 
TORPEDO BOAT DESTROYERS. 
SION soocoo 700 28 Wim. Cramp & Sons...2..... 57.5 5939 
Lamson .... 700 28 Wm. Cramp & Sons......... 56.2 58.5 
ibrestonmer 700 28 New York Shipbuilding Co... 52.0 54.9 
INES Sona 700 28 MN Ison WVOIdBaoacoccco00s 33.0 40.9 
IRGIG Gooones 700 28 BathelronwvWioxrksee ee een 31.6 38.5 
SUBMARINE TORPEDO BOATS. 
Stingray — —_ Fore River Shipbuilding Co.. 62.3 64.5 
arpon = — Fore River Shipbuilding Co.. 60.3 63.0 
iBonitayerrre oa — Fore River Shipbuilding Co.. 57.8 60.8 
Snapper —_— — Fore River Shipbuilding Co.. 56.5 58.2 
Norwhal ... — — Fore River Shipbuilding Co.. 52.3 54.8 
Grayling ... — = Fore River Shipbuilding Co.. 52.0 53.5 
Salmon —= = Fore River Shipbuilding Co.. 51.3 52.8 


ENGINEERING SPECIALTIES. 


Youngs’ Patent Hollow Ram Hydraulic Bolt Forcer. 

Youngs’ patent hollow ram hydraulic bolt forcer is con- 
structed principally for forcing in and out coupling bolts, 
but it is also suitable for various other purposes, such as 
forcing pins, etc., in and out of machines, and removing drums 
from the shafts of winches when fitted with a special cross- 
head and bolts. The novelty .of the invention consists in 
having a hollow steel sliding ram, the ends or tails of which 
project through the front and back respectively of the cylinder. 
Inserted in this hollow ram is a steel drift, which passes right 
through the center of ram; a head is forged on one end of the 
steel drift, a shoe for the bolt is fitted on the other. The 


ANY 


ANN 


BSB 
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a 
2 
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Zz 
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method of working is the same as in any ordinary hydraulic 
pump, viz.: the fluid is forced by the pump from the reservoir 
into the cylinder, and the ram is gradually forced forward 
until it presses the shoe, on the end of the steel drift, against 
the bolt to be forced out. Should the bolt show no sign of 
moving out of the coupling when the maximum hydraulic 
pressure has been obtained, a sharp blow is given with a ham- 
mer on the head of the drift, which transmits a shock or “jar” 
to the bolt and starts it from its position, and it can then be 
ejected either by pumping the ram forward or knocking it out 
by hammering on the head of the steel drift. Thus the device 
combines both the push and the blow or “jar.” A release or 
stop valve is provided for the return of the liquid to the 
cistern, after unscrewing which the ram can be pushed back 
ready for another stroke. Another valuable feature consists 
in the easy portability of the machine, which is a great con- 
sideration in shaft tunnels or other cramped spaces; for this 
purpose the body can be separated from the arms or claws 
by withdrawing two sliding bolts, when the machine can be 
carried in two separate pieces and the body placed first in 
position on the shaft and the claws lifted up afterwards. 


These machines are manufactured by Youngs, Ryland street 
works, Birmingham. 


The A B C Life Preserver. 

A new life preserver is soon to be placed on the market by ° 
the Lane & De Groot Company, of New York. This life 
preserver, as shown in the photograph, is made in the same 
way as the old-style cork preserver, with the exception that 
the cloth cover and straps are of better quality and the stitch- 
ing is more carefully done. The principal feature of this 
preserver is, of course, the means employed for obtaining the 
required buoyancy. The manufacturers have made use of a 
material which is about one-third lighter than cork, They haye, 


A B € BELT. CORK BELT. 


therefore, been able to reduce the size of the life belt very 
materially, and, of course, the weight is reduced a correspond-: 
ing amount, while maintaining a greater buoyancy than with 
the ordinary cork belt. The material used in the belt is 
coated with a solution which entirely prevents water or damp- 
ness from the atmosphere from being absorbed. It is also 
fireproof. The advantage of having a waterproof material is, 
perhaps, the most important, as far as the life of the belt is 
concerned, since this preserves the covers and straps from 
mildew and rot. This life preserver has been approved by the 
Board of Supervising Inspectors; and, due to its many ad- 
vantages, will undoubtedly be widely used. 


The Bateman “Top Speed” Planer. 

A combination of high speeds and accurate work in planing 
has been sought in the design of the Bateman top-speed planer. 
manufactured by the Bateman’s Machine Tool Company, Ltd.. 
near Hunslet, Leeds. The bed of the planer is of heavy 
design, thoroughly stayed, and is about 75 percent longer than 


JANUARY, 1909. 


‘ International Marine Engineering 43 


EE UTES STEn 


the stroke of the table. The table itself is deep and well 
ribbed, the ways being accurately planed and scraped. It is 
provided with longitudinal T-slots and stop holes, and is fitted 
with a patented buffer sliding rack, which enables it to be 
run at high speed and reversed promptly without shock or 
jar and without damage to the gears. In order to resist the 
heaviest cuts at high speeds the housings are made of strong 
design, and the faces afford large bearing surfaces for the 
cross slide. The cross slide is of sufficient length to carry two 
tool boxes, both of which travel the entire width between the 
housings, and have horizontal and vertical feeds in both direc- 
tions independent of each other. Each tool box is provided 
with a full swivel index from zero to 60 degrees, the down- 
feed being fitted with micro adjustment. The automatic feed 
is of the friction type, and can be started, stopped or changed 
while the machine is in motion, the pressure on the friction 
cone being adjusted by means of a spring. All gears used on 
the machine are cut from solid blanks and the sliding rack is 
cut from a solid steel slab. The machine is driven at both 
sides from a countershaft carried on the housing brackets. 
The patent fly-wheel loose pulleys (with friction clutches be- 
tween them and the fast pulleys and overlapped by the driving 
belts) secure exceptionally prompt reversal of the table with 
great economy of power at the moment of reversal. It is 
claimed that this patent fly-wheel drive secures such prompt- 
ness of reversal that the machine will cut toa mark with great 
precision, the stored energy of the fly-wheel insuring a re- 
liability not always obtainable. 


Heat Non=-Conducting Material. 


In any steam plant economy in fuel consumption is largely 
affected by radiation, not only from the boiler but from the 
steam pipes as well. Loss of heat by radiation can be very 
largely reduced by the use of a good non-conducting covering 
for the boilers and steam pipes. Whether this will be an ad- 
vantage or not depends largely on whether the material used 
for the covering is efficient and durable. 

Messrs. Matthew Keenan & Company, Ltd., Tredegar Road, 
Bow, London, E., have for the last fifty years been making 
a study of heat insulating materials, and now have on the 
market as the result of this experience a patent composition 
for which high efficiency is claimed. On several ships, the 
boilers of which have been covered by this composition, tests 


temperature, and a saving in weight of 24% pounds per square 
foot is obtained, assuming that galvanized iron of 16-gage 
would be used for a sheet iron covering. 


Spence Portable Electric Conveyors. 

Spence conveyors are built of steel frames tapering from 
the center to the ends, so braced as to give maximum strength 
with a minimum weight of material. There are roller-bearing 
steel sheaves on which a flexible steel cable runs, carrying an 
endless platform, or hardwood apron. It is claimed that this 


arrangement reduces friction greatly and minimizes the power 


needed to operate the conveyors. The conveyors are re- 
versible, so that boxes, sacked goods, barrels, etc., may be 
taken either up or down. A self-registering counter can also 
be attached when desired. Extension conveyors are made 
which can be connected in series and driven from the initial 
conveyor. Such conveyors can be placed between warehouse 
or dock floor joists to run flush with the floor, and thus allow 
trucking back and forth without interference. The illustra- 
tion shows a 50-foot Spence conveyor loading baggage on the 
Cunard steamship Mauretania, 


have been made by the superintending engineers, showing that 
with a steam pressure of 215 pounds the temperature of the 
covering was only 4 degrees higher than that of the sur- 
rounding atmosphere, which means not only a great saving of 
fuel but also enables the stokers and coal passers to. work in 
‘greater comfort. This composition does not require a sheet 
iron covering on the outside, as it dries to a hard surface. A 
small mesh-wire covering is placed over the composition, or 
just under the finishing coat. Should a leak occur in the seam 
of the boiler, its position will be shown at once, and 
the wire can then be cut and turned over, the insulation taken 
out and the seam calked. Afterwards the material can be 
dampened and put on again, and, after drying, the wire can 
be placed back in position. The usual method of applying the 
material, as shown in the illustration, is in three coats, with 
the wire netting just under the finishing coat. The advantage 
of using an insulating material which does not require a 
sheet iron covering is that it enables the engineers to detect 
leaks and repair them; it keeps the stokehold at a much lower 


The headquarters of the Spence Manufacturing Company 
are at St. Paul, Minn. 


The New Union=Cinch Pipe Fitting. 


It is not an easy matter to make a neat job of pipe fitting 
with small piping where ordinary threaded pipe and tapped 
fittings are used. Where the work of threading the pipe and 
getting a good fit for the threads can be accomplished at a 


‘factory or in the shop, it is reasonable to expect that the work 


will be more satisfactory than when done by inexperienced 
workmen in the field without proper facilities. 

The Union-Cinch pipe fitting, manufactured by the Sight 
Feed Oil Pump Company, Milwaukee, Wis., was designed so 
that the work of threading could be done in the shop rather 
than in the field, so that the only tools required in the field are 
a hack-saw and monkey wrench, except where some com- 
plicated bends are to be made when a pipe-bending device of 


44 International Marine Engineering 


‘some: sort is necessary. Each fitting is a union, so that the 
‘piping’ may be taken down at any point where a fitting is in- 
serted. The type of joint is clearly shown.in the illustration. 
The joint is made by screwing down the outside nut, which 
presses a thin, tapered shell into an annular cavity around 
‘the pipe between it:and thecfitting. After these nuts are set up 
‘tightly the soft..cone shell will make an absolutely tight joint 
around the tubing, capable of withstanding any pressure which 
the tubing will stand. Saas 
‘These fittings are made in sizes corresponding to standard 
dron:pipe. up to 1 inch, and are especially designed: for use in 
connection: with the oil pumps and oilers manufactured. by the 


SANNA SAAAENSSSAT ANN, 


Sight Feed Oil Pump Company. It is possible, however, to 
use ordinary rough pipe with these fittings if care is exer- 
cised in filing the ends of the pipe round and smooth, but the 
manufacturers of the fittings are prepared to furnish smooth- 
drawn steel tubing corresponding to the iron pipe sizes on 
the outside diameter. This tubing has a 16-gage wall in the 
34 and I-inch sizes, and an 18-gage wall in the smaller sizes. 
This pipe, therefore, has a very much larger carrying capacity 
than ordinary pipe. In fact, the manufacturers claim that 
their 14-inch pipe will carry almost as much as the ordinary 
“4-inch iron pipe. Where it is desirable to havea nice-looking 
job, brass pipe may be used, although in cases where nickel 
plating is done a steel tubing will nickel-plate just as well as 
brass pipe, and is much cheaper. : 

These fittings are especially valuable in such troublesome 
work as piping up oil pumps, gravity oiling devices, gages, 
drop pipes, etc. and especially in work around ammonia- 
handling machinery, where perfectly tight joints are éssential 
against the escape of ammonia gas. 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor in this column. Each communication must bear 


the name and address of the writer. 


Q. 421.—What is the meaning of the word inverted as used in the 
expression “‘three-cylinder vertical inverted, direct-acting, triple-expan- 
sion engine??? Ve 18l5 


A.—In the early days of marine engineering engines were 
often horizontal; an intermediate type, known as the inclined 
or diagonal engine, is now used to a considerable extent in 
paddle-wheel steamers, but in modern practice nearly all re- 


JANUARY, 1909. 


ciprocating marine engines are vertical. In the earlier verti- 
cal marine engines the cylinder was at the bottom, and the 
motion of the parts proceeded upward. either directly to the 
crank shaft, as in-an oscillating engine, or to a beam or inter- 
mediate mechanism, whence it came back to the shaft. In 
the modern engine the.cylinders are on top, and the motion 
of the parts proceeds downward to the shaft. Hence, in com- 
parison to the earlier types; the modern engine is called in- 
verted. erin 


TECHNICAL PUBLICATIONS. 


- Knocks -and Kinks _ (Power ‘Hand-Book. Series),’ By 
Hubert E. Collins. “Size, 414 by.634 inches. Pages, 137. Fig- 
ures, 82. ° New York, -1608: Hill- Publishifgy Company. 
GETGIES, hits : ei Sees cele er ienciae 
‘- This book, which is atfanged “in” conveniént size for the 
‘desk or pocket, and which has been written especially for the 
‘Operating engineers, contains the results of the experience of 
a number of practical men in locating knocks in engines and 
‘the kinks to which they have resorted for eradicating the 
knocks. Most of the common causes of knocks are given, and 
many which are not so common, but none the less valuable for 
an engineer to know. The means of detecting the cause of 
knocks and the remedy to be applied is the chief object of the 
book. Many interesting instances are given covering both 
marine and stationary practice.- Beton ir So Area 


Machine Shop Calculations. By Fred H. Colvin. Size, 414 
by 634 inches. Pages, 174. Figures, 96. New York, 1908 : 
Hill Publishing Company. Price, $1:00.. > ~~ 
. The calculations described in this book may seem some- 
what-elementary to many, but will: be found invaluablé by the 
man in the shop who has had limited opportunities for. edu- 
cation. Everything is described with a view to its applica- 
tion to machine work. Such subjects asthe speed. of pulleys 
and gearing, screw-thread calculations, taper: work, speed of 
lathes, planers and shapers, measuring surfaces and volumes. 
of solid bodies, angles, the use of the vernier and micrometer 
are fully described and illustrated. The final chapter is on 
the uses of shop “trig,” and is followed by a set of trig- 
onometrical tables. 


Logarithms for Beginners. By Charles M. Pickworth. 
Second edition. Size, 5 by 714 inches. Pages, 47. New York, 
1908: D. Van Nostrand & Company, 23 Murray street. Price, 
50 cents net. 

In this edition the subject-matter has been slightly revised 
and a few numerical errors corrected. The book should be 
a valuable aid to beginners, who find difficulty in grasping the 
root principle of calculating by means of logarithms. The 
explanation of logarithms is far more detailed and practical 
than is usually found in text-books. 


Elementary Dynamo Design. By W. Benson Hird. Size, 
5% by 8% inches. Pages, 280. Figures, 128. London, E. C., 
1908: Cassell & Company, Ltd. Price, 7/6 net. 

Use is made of numerical examples in this volume to illus- 
trate the methods and calculations necessary for the design: 
of dynamo electric machinery. _No attempt has been made 
to go into the controversial points as to the nicety of design, 
as the book is intended as an elementary treatise. The in- 
troductory chapters treat briefly with such points of the theory 
of electricity and magnetism as are most intimately connected’ 
with dynamo design. This is done in order to enable those 
who take up the subject from the practical side without ex- 
tensive theoretical training to follow intelligently the reason- 
ing in the succeeding chapters. After describing the various. 
types of dynamos and motors, the question of designing a 


JANUARY, 1900. 


International Marine Engineering A5 


continuous-current generator is taken up and the necessary 
calculations are explained by numerical examples, following 
which is a discussion of the continuous-current motor. 
Chapter V. takes up the mechanical details, such as the shaft, 
bearings, armature spider, commutator construction and brush 
holders. The general requirements for continuous-current 
dynamos and motors for special purposes are given some at- 
tention. The remainder of the book is taken up with the sub- 
ject of alternating currents, the design of the three-phase gen- 
erator, the three-phase induction motor and other varieties of 
alternating-current motors. 


Pipes and Piping (Power MWand-Book Series). By 
Hubert E. Collins. Size, 41% by 634 inches. Pages, 140. Fig- 
ures, 75. New York, 1908: Hill Publishing Company. 
Price, $1. 

General rules for the design of both high and low-pressure 
steam piping for power plants are the basis of this work. 
The reader is given ideas as to the forces to be met and the 
amount of resistance that can be expected from the pipe and 
fittings when properly placed. The best arrangement of steam 
piping for any size plant is given, together with many useful 
suggestions as to the installation and operation of the system. 
Expansion and contraction and evaporation in steam pipes are 
subjects with which the designer must be thoroughly familiar. 
These subjects are carefully discussed, after which high-pres- 
sure steam pipe flanges and methods of packing flanged joints 
are considered. 


Bureau Veritas, 1908-1909. Thirty-ninth year. General 
list of merchant shipping. Two volumes, steamers. Size, 
10 by 7% inches. Pages, 1,700. Sailing vessels. Size, 714 by 
934 inches. Pages, 1,300. 1908: Paris, 8 Place de la Bourse. 
London, 155 Fenchurch street, E. C. Price of complete work, 
£3 3/ ($15). Steamers, £1 15/; sailing vessels, £1 10/. 


This well-known publication contains the customary sta- 
tistics regarding the merchant shipping of all nations, besides 
a complete list of steamers and sailing vessels in which the 
principal dimensions, tonnage, builders, construction, mode of 
propulsion, horsepower and type of propelling machinery and 
the name and address of the owners are given. There are 
tables showing the number of ships built, bought and sold in 
the principal countries during the year; lists of steamers, the 
names of which have been changed; lists of steamers carrying 
petroleum in bulk; and a list of cable vessels. There are also 
alphabetical lists of steamers arranged according to tonnage, 
and of iron and steel shipbuilders arranged according to na- 
tionality, and of steamship owners arranged according to 
nationality, with the names and gross tonnages of their 
steamers. A complete list is also given of the drydocks, 
patent slips and floating drydocks in all parts of the world. 


The Mechanical World Pocket Diary and Year Book for 
Ig09. Twenty-second annual issue. Size, 4 by 6 inches. 
Pages, 305. Figures, 60. Manchester: Emmott & Company, 
Ltd. Price, 6d. net. 


The improvements effected in this year’s issue of the Me- 
chamcal World Pocket Diary include the complete revision 
and extension of the section on steam turbines, so as to deal 
more adequately with recent developments in this important 
branch of steam engineering. The section on friction clutches 
has also been rewritten and made more comprehensive. A 
section on chain driving has been introduced, also a note on 
the graphic calculation of moments of resistance of beams, 
and tables of the values of I and Z for various sections have 
been restored. The entire work forms a comprehensive me- 
chanical engineer’s handbook, including most all of the mathe- 
matical tables for which there is use in current practice. 


The Mechanical World Electrical Pocketbook for 1909. 


Second annual issue. Size, 4 by 6 inches. Pages, 279. Fig- 
utes, 63. Manchester: Emmott & Company, Ltd. Price, 
. net. 


_E. Collins. 


As this is a book which is published annually, each year 
will find it enlarged and revised, to include new matter in 
order to bring it up to date. This year’s issue contains valu- 
able data on electric bells and bell circuits, transformation of 
currents, motor generators, rotary converters, alternate cur- 
rent or static transformers, cables, fuses, circuit breakers, 
balancers, boosters, electric lifts, electricity in mines, flexible 
shaft couplings, etc. At the end of the book are mathematical 
tables for which daily use is found by the electrical engineer, 
and a complete diary for the year. 


Erecting Work (Power Hand-Book Series). By Hubert 
Size, 4% by 634 inches. Pages, 140. Figures, IIo. 
New York, 1908: Hill Publishing Company. Price, $1. 


Starting with the subject of foundations, much valuable in- 
formation is given regarding the best methods of erecting the 
various items of machinery which are installed in a power 
plant. The book is thoroughly practical and goes into such 
detail as the subjects of knots and hitches; the best method of 
hauling heavy machinery through city streets, and gives the 
reader an idea of the usefulness of inclined planes, gin poles 
and various types of rigging for lifting and handling weights. 
A description is given of the methods of building up a fly- 
wheel, and, finally, of erecting a high-speed center-crank 
engine, together with some incidental lighter work. 


Obituary. 


Warren Eden Hill, president of the Continental Iron 
Works, Brooklyn, died at the Hotel Florence, Brooklyn, N. Y., 
Dec. 8. Mr. Hill was seventy-four years old, and had been 
identified with the engineering profession since 1852, when he 
became associated with the Allaire Iron Works, in Newark,. 
N. J. From 1858 to 1862 Mr. Hill was superintendent of the 
installation of the Detroit water works, and since then he 
has been associated with the Continental Iron Works of 
Brooklyn. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


_ American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 


903,094. APPARATUS FOR COALING SHIPS AT SEA. AN- 
DREW JOHAN, OF NEW YORK, N. Y. 

Claim 1.—In an apparatus for transferring at sea material from one 
ship to another, the combination of sheaves carried by one of the ships, a 
cross-beam slidably and swingingly mounted, carried by the other ship, 


and having sheaves at its opposite ends, continuous cables passing over 
the sheaves from one ship to the other, on which the material is carried, 
and a weight connected to’the cross-beam for equalizing the strain on 
the cables and maintaining them under constant tension. Eight claims. 


903,215. FLOATING DOCK. ALFRED MEHLHORN, OF DIE- 
TRICHSDORF, AND PHILIPP VON KLITZING, OF NEUMUHLEN, 
NEAR KIEL, GERMANY. 

Claim.—A floating dock comprising side chambers, a bottom central 
pontoon forming an air-chamber, a valved pipe communicating with said 


pontoon and leading through a side chamber to the exterior, and an 
air-tube communicating with said valved pipe and provided with an air- 
valve. One claim. 


46 International Marine Engineering 


JANUARY, 1909. 


903,025. BOAT-HANDLING DEVICE. LEWIS TANNING AND 
WILLIAM J. RYAN, OF NEW YORK, N. Y. : : 

Claim 1.—The combination of a boat provided with a keel and with 
brackets mounted upon said keel, forks mounted independently of said 


boat and provided with rollers for engaging said keel and also for en- 
gaging said brackets, and means controllable at will for turning said 
forks. Three claims. 


Ee UE ee ER COUT, ALFONSO LKIEVICZ, OF BERKE- 

Claim Tn a dredger, a float, a ladder hinged thereto, a cutter 
consisting of a revolving wheel, digging buckets carried on the periphery 
of said wheel, said buckets having openings on the side toward center of 


wheel, screening devices placed in said openings of buckets, passage- 
ways through cutter wheel leading from said openings in digging buckets 
to side outlet or outlets, a suction chamber to receive the material anda 
suction pipe connected therewith. Seventeen claims. 


British patents compiled by Edwards & Co., chartered 
patent agents and engineers, Chancery Lane Station Cham- 
bers, London, W. C. 


8,530. EURNACES. S. J. ROSS, LONDON; H. SCHOFIELD, 
MIDDLESEX. 

Ordinary steam boilers are provided with means whereby combustion 
in the furnace is conducted under pressure, which is maintained through- 
out the combustion chamber and smoke tubes. The front of the furnace 
and ash pit is closed, compressed air being supplied through a pipe and 
air-heating passages in the furnace front to the ash pit. The smoke 
tubes discharge into a box or casing inclosed at the front by a hinged 
plate to the bottom of which is hinged a counterweighted flap. The flap 
closes the outlet of the casing and opens more or less according to the 
rise or fall of pressure. 


12,345. SHIPS’ LADDERS. H. M. GRAYSON, LIVERPOOL. 

A ladder for gaining access to the holds of a ship is secured to the 
outside of the hatch coaming, and passes through a hole in each deck, 
this hole being provided with a coaming so as to form a raised man- 


hole. The coaming has a rabbeted upper edge adapted to receive a 
covering or door. Removal ,hand-rails fit into sockets secured to the 
top of the ladder, and to the inside of the coaming. The sides of the 
ladder are formed of angle, channel, or other bars. A ventilator, such 
as a cowl, may be placed upon the entrance of the upper man-hole coam- 
ing, so that this man-hole serves as a conduit for conveying air into or 
from the holds. 


11,041. PREVENTING CORROSION OF SHIPS’ PROPELLER 
SHAFTS. R. DERENBACH AND RUSSIAN-AMERICAN INDIA 


RUBBER CO., ST. PETERSBURG, RUSSIA. 


A protective covering of rubber is applied to the propeller shafts of 
ships, in combination with other materials, the cohesion of which is 
greater than their adhesion to the shaft. For example, the hollow 
shaft of a ship has its ends closed by blind flanges, and it is warmed up 
from the inside with steam, and then wound with rubbered or otherwise 
prepared strips of fabric or plaited material, or rubber composition, 
with embedded matter. A layer of rubber composition is then ironed 
on, and the steam pressure is increased until the shaft is brought to a 
vulcanizing temperature. In covering a solid shaft, the shaft is heated 
before the fabric strips are wound on, and, after the layer of rubber is 
put on, the whole is placed in a vulcanizing jacket. 


11,095. SHIPS’ BULKHEAD DOORS. J. McDONALD, CLYDE- 
BANK, GLASGOW. 

Each door is normally actuated by hydraulic pressure, and a clutch is 
fitted which is capable of automatically engaging or disengaging hand 
operating gear. When the hydraulic gear is in use the ram acts on the 
pivoted lever end withdraws the sliding portion of the clutch, and so 
disengages the hand-operating gear; should the pressure in the pipe 
suddenly fail, however, a spring in the clyinder throws the parts of the 
clutch into re-engagement, bringing the hand gear into operation again. 
A second and smaller ram, connected by a pipe to the main, throws the 
hand-operating mechanism into gear immediately the hydraulic operating 
gear is disabled. 


of 


& 
11,162 


11,095. 


11,162. SHIPS’ SEA COCKS. F. J. TREWENT AND W. E. 
PROCTOR. 

Hydraulic power is employed to open the sea cock of an ash ejector. 
The sliding valve is connected by links to a spindle, on which is an 
arm provided with an anti-friction roller, and is operated to turn the 
spindle by means of a rod connected to the plunger of an hydraulic 
cylinder. The latter is connected by a branch pipe to the water supply 
to the ejector, the connection being made at a point between the pump 
discharge and the ejector cock. A three-way cock is disposed in the branch 
pipe to enable the cylinders to be placed either in communication with 
the water supply to the ejector, or with a waste pipe. The exit end of 
the ejector pipe is formed of renewable segmental and side pieces. A 
counterbalance weight on the spindle closes the door, when the piston of 
the hydraulic cylinder returns to its normal position. 


11,489. MARINE LIFE-SAVING APPARATUS. 
LEOD, WEST HARTLEPOOL. 

The line connected to the shore by means of a gun firing a projectile 
is secured to the mast of a ship above a platform, to which persons and 
articles on deck are lifted in a cradle guided against, the mast by guide 
ropes. The fine connecting line fits in a longitudinal recess in the pro- 
jectile, and is attached to a ring lying in a recess at its end. The pro- 
jectile is preferably made of copper, and is hollow. 


11,680. SHIPS; PROPELLING BY WATER JETS. C. R. DAR- 
LINGTON, LLANBRADACH. 

A tube extending the length of a ship is bifurcated at its fore part, 
and a propeller is placed at the rear of the junction of the two branches. 
This tube, which is fitted with sluice valves, may be connected to the 
various compartments, and may be fitted throughout the whole or part 
of its internal surface with helical ribs formed of angle bars. 


12,386. SHIPS. H. A. MAVOR AND MAVOR & COULSON, 
GLASGOW, AND J. H. BILES, WESTMINSTER. ; 

A turbo-generator plant is employed for supplying the power in ves- 
sels carrying derricks, winches and other auxiliaries requiring consid- 
erable power, the power generated being used entirely for propulsion, 
partly for propulsion at a reduced speed, and partly for the auxiliaries, 
or wholly for the auxiliaries as required. The weight and capacity of 
the generating plant are thus reduced to a minimum. As applied to a 
sand-pumping dredger, an alternating current generator, governed to 
run at a regular, but adjustable, speed by electric means—for example, 
by a reversible motor driven by an independent circuit, connected with 
the steam valve—supplies current to the various motors or groups of 
motors as required for propelling or for driving the pumps and other 
auxiliaries, which motors may have their stators incorporated in the 
structure of the vessel. In vessels requiring a variable speed the speed 
may be regulated by regulating the periodicity of the generator by em- 
ploying several generators of different periodicity connected up with 
moors of corresponding periodicity, or by employing motors with re- 
voluble stators which can be positively or negatively driven. 


A. J. MAC- 


International Marine Engineering 


FEBRUARY, 1909. 


MAGNETIC SURVEY YACHT CARNEGIE. 


Except for a few more or less isolated and incomplete sur- 
veys, independently undertaken by various nations and dis- 
tributed over a great many years, little attempt had been made 
up to four. years ago to determine accurately the magnetic 
variations all over the deep-water seas. Something over four 
years ago the Carnegie Institution of Washington undertook 


route, and zigzagging in and out among the islands, making the 
total length of these cruises’ over 60,000 miles. The most 
northerly point visited by the Galilee was Sitka, Alaska, and 
the most southerly one was Lyttleton, New Zealand. This is 
only the beginning of the work, however, as the Institution 
has already made magnetic observations in many parts of the 


FIG. 1.—THE CARNEGIE AS SHE WILL APPEAR WHEN COMPLETED. 


this work, organizing a department of research in terrestrial 
magnetism, and placing the entire work under the directorship 
of Dr. L. A. Bauer, who was formerly in charge of the Mag- 
netic Survey of the United States under the Coast and Geo- 
detic Survey. 

The first step in the ocean work was to make a magnetic 
survey of the Pacific Ocean, where little had been done except 
making shore observations on some of the islands and along 
the coast. Observations were made from the converted 
wooden yacht Galilee, which, between Aug. 1, 1905, and May 
31, 1908, or in somewhat less than three years, made three 
successive voyages in the Pacific, tracing the Great Circle 


globe, and now has two expeditions in Africa, one in China, 
one in Persia and Asia Minor, and has already covered a 
part of South and Central America, British North America 
and Greenland. It is estimated that a magnetic survey of the 
world can be completed in about ten years more. 

With the experience gained with the Galilee it was proved 
that for the most economical, expeditious and satisfactory 
execution of this work, it would be advantageous to have 
constructed a thoroughly non-magnetic yacht with auxiliary 
power, and every detail arranged especially for making mag- 
netic observations. The building of such a vessel was author- 
ized by the Carnegie Institution, and the matter of design was 


48 International Marinej Engineering 


placed in the hands of Mr. Henry J. Gielow, naval architect, 
of New York. The contract for the yacht, which is to be 
named the Carnegie, was placed with the Tebo Yacht Basin 
Company, of Brooklyn, N. Y., Dec. 9, 1908. 

The design of the boat is unusual in two respects: First, 
since the nature of the work for which she is intended re- 
quires that the entire structure shall be practically non-mag- 
netic, she will be the first vessel in the construction of which 
iron and steel and other magnetic metals will practically have 
no part; in other words, with the exception of thin cast-iron 
liners in the cylinders of the bronze internal combustion engine, 
and the steel cams necessary for operating the valves, aggre- 
gating less than 600 pounds, there will be no magnetic ma- 


aireee 


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{ 
HW 
L 


f 


FEBRUARY, 1900. 


Oregon pine in long lengths, comb-grained. The keel is 12 by 
14 inches, and to this is fitted a false keel, 12 inches by 8 
inches. There are two center keelsons, each 12 by 14 inches, 
and two assistant keelsons, 12 by 12 inches. The garboard 
strakes are 6 by 12 inches, rabbeted into the keel. The plank- 
ing on the bottom is 3 inches thick; at the bilge 4 inches, and 
on the sides 3% inches. The ceiling in the bottom is 3 inches 
thick, at the bilge 6 inches, and on the sides 4 inches. The 
main deck beams are 8 by fro inches, with a crown of 3% inches 
at the center of the ship. They are joined to the frames with 
hackmatack knees with 8-inch siding. The fastenings will 
consist of locust treenails, copper and Tobin bronze bolts and 
composition spikes, all through bolts to be riveted over rings, 


FIG. 2.—SECTIONS THROUGH THE MACHINERY SPACE, SHOWING THE ARRANGEMENT OF THE GAS PRODUCER AND ENGINE. 


terials used in the construction of the vessel. Second, she will 
be the first vessel of any size and importance in America to be 
propelled by producer gas. 

As the Carnegie is intended for ocean surveys,it was de- 
cided to build her of the very best materials and make her 
construction thoroughly substantial, combining the finish and 
workmanship of a yacht with the sturdy strength of a mer- 
chant vessel. Her principal are as follows: 
Length over all, 155 feet 6 inches; length on load waterline, 
128 feet 4 inches; beam, molded, 33 feet; depth of hold, 12 feet 
9 inches; mean draft, 12 feet 7 inches. With all stores and 
equipment on board, the yacht has a displacement of 568 tons. 
Her lines are fair and easy, running in an unbroken sweep 
from stem to stern. In fact, the model shows power and sea- 
going qualities throughout. 

The hull will be constructed as thoroughly and substantially 
as any merchant vessel afloat, the scantlings being the same 
as those required by the American Bureau of Shipping for 
merchant vessels of equal tonnage. The keel, stem, stern post, 
frames and deadwood will be of white oak: the deck beams, 
planking and ceiling will be of yellow pine, and the deck of 


dimensions 


both inside and outside. All metal deck fittings and the metal 
work on the spars and rigging will be of bronze, copper and 
gunmetal. 

The vessel will have full sail power with a brigantine rig, 
carrying just under 12,900 square feet of plain sail. Her spar 
plan measures 122 feet from foremast truck to the water sur- 
face, and 201 feet from the forward end of the*bowsprit to the 
aft end of the main boom. The distance from the forward 
end of the bowsprit to the forward end of the load-waterline 
is 48 feet; from the forward end of the load-waterline to the 
foremast 35 feet; from the foremast to the mainmast 48 feet. 

The rigging will be of Russian hemp, of special make. 

It was decided to install auxiliary power in the yacht, in 
order to provide headway when taking off-shore observations, 
where the vessel would be handled with difficulty by the sails, 
or to prevent interference with the observations by maintain- 
ing a headway during calms. The necessity of installing an 
auxiliary power plant which would be nearly non-magnetic in 
character, made the selection of the type of this plant a some- 
what difficult matter. Steam was precluded on account of the 
necessarily high magnetic nature of a steam plant. The only 


49 


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Consideration of the available fuel for such a motor re- 
sulted in the elimination of gasoline or oil, not only on account 


of cost, but also because they would be absolutely unavailable 
in the zones to be covered by the Carnegie, and dangerous in 


International Marine 


type of prime mover which could be commercially built and 
maintained in reliable operation with a minimum of non- 


FEBRUARY, IQ09. 


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50 


International Marine Engineering 


FEBRUARY, 1909. 


the quantities which would have to be stored for the lengthy 
voyages which are contemplated. It is well known that many 
thousands of horsepower are being developed with internal 
combustion engines on land, using gas generated from solid 
fuels. A careful investigation developed the fact that a marine 
gas producer could be built which would generate a suitable 
gas for use in internal combustion engines from bituminous 
or anthracite coal, coke, wood or charcoal, and that;such a 
plant could be constructed almost entirely of non-magnetic 
material. The suction type of gas producer was adopted prin- 
cipally for the reason of its simplicity in construction and 
operation, and the elimination to a minimum degree of other 
auxiliary apparatus. 

The gas producer, which is being built by the Marine Pro- 
ducer Gas Power Company, 2 Rector street, New York, will 
consist of a cylindrical copper shell, lined with a special grade 
of firebrick. A shaking grate of manganese steel will be 
supported in the shell at a suitable distance from the bottom 
of the generator. This grate will support the fuel bed, and 
will be accessible through a large cleaning and ashpit door. 


,Rail-White Oak 
5 x 12 Lock Scarfed 


«&yy_ Rail Stringers White Oak 4"x6" 
fe Hao ee 
4 fi ~Pin Rail-White Oak 3x 8 


after end, and will be drawn, together with the necessary 
amount of air for its proper combustion, directly into the 
cylinders on the suction stroke of each of the pistons. 

The generator will have a capacity to gasify 160 pounds of 
anthracite pea coal per hour, producing a fixed, well-cleaned 
gas, containing 80 percent of the heat units contained in the 
coal. As provision is made for carrying 25 tons of coal, the 
yacht will have a cruising radius of about 2,000 miles at a 
speed of 6 knots. 

The engine will be of a type now commonly found in 
marine service, having six single-acting cylinders. It is de- 
signed to develop 150 brake-horsepower at 350 revolutions per 
minute. The engine will be started by compressed air, which 
will be stored in copper tanks under 250 pounds pressure. The 
air will be furnished by a small air pump attached directly to 
the engine frame. The only alteration in the engine necessary 
to make it operative on producer gas will be’the elimination of 
the carburetor and the substitution therefor of a gas and air 
mixing valve, an increase in the size of the inlet valves, 
ports and piping, and an increase of compression from 70 to 


Filling Piece White Oak 4"x 8" 


Waterways White-Oak 6"x 8” 
Thick Strake-White Oak 9'x 8 


6"x 12+ 


Bulwark Y.P. hie eos Planksheer-White 
2x 414" i , Deck-Oregon Pine 3°x 4 ( Oak 6"x 8” 
z — SSCS SESS ISSA SESE ICTS ISIE SIESTA EES 

Deck Beams 8"x 10" fn 

. at middle of Yellow Pine-314 Crown i 

6 Planks- — Knees-Hackmatack 2 ie 

Pitch Pine 34% 8"Siding er Clamps-Yellow Pine 8 x.12” 4 
“a 2? ” ” 


Ceiling-Yellow Pine 4” 


Bilge Strakes- 
Yellow Pine 6"x 12 


SA 


REA 


Floor-White Pine 314"x 134" 


> 
a 
i 
| 1 


Tongued and Grooved ___ 


8 Planks- 


4 \ Be: -Yell 
Pitch Pine 4" ams- Yellow, 


Pine 3"x 6" 


Ceiling-Yellow 
Pine 3" 


Planking-Pitch 
Pine 3" 


Garboards-White 
Oak 6"x 12" Ss 


FIG. 


The door frames will be riveted to the shell, and will be of 
non-magnetic metal, as will also the door. The firebrick lining 
of necessary thickness and quality will extend to the top of the 
generator. 

The generator will be covered with a heavy copper circular 
plate, at the center of which will be located an improved fuel- 
charging mechanism. This will be made of manganese bronze. 
A manganese bronze gas outlet nozzle will be attached to the 
producer shell at the top. A hand-propelled fan of brass will 
be attached to the bottom of the generator by means of suitable 
brass piping and fittings. During a stand-by, or when starting, 
the gas generated will pass from the outlet nozzle through a 
special purge valve of manganese steel to an escape vent, which 
will be of copper, and will communicate with a short copper 
stack fitted to the main deck at the after end of the engine 
room. 

When the plant is in operation the gas will pass through 
the purge valve directly into a special cooling and cleansing 
mechanism, which will be slung fore-and-aft to the under side 
of the engine room deck beams by means of manganese bronze 
straps. 

Water for cooling and scrubbing the gas will be supplied by 
a special bronze pump attached to the engine shaft. This 
water, together with the dirt and ash washed from the gas, 
will drain from the lowermost point of the scrubber. The 
scrubber will be made of heavy sheet copper, and all of the 
fittings and gas piping connecting with it will be of copper or 
manganese bronze. The gas will leave the scrubber at its 


fi Stringers-Yellow 


Pine 4"x 6 Z i 

Keelsons-Pitch Pine 12"x 14° _= 
5 i <L—E 

Assistant Ky pelsons _ ss 


een ae 


Pitch Pine [12 


Keel-White Oak 12"x 14" 
False Keel-White Oak 12"x 8" 


4.—MIDSHIP SECTION OF THE CARNEGIE. 


80 pounds per square inch on gasoline to 150 pounds per 
square inch on producer gas. 

The cylinders, water jackets and heads of the engine will 
be made of brass. The cylinders will each be fitted with a thin 
cast-iron liner, to act as a wearing surface for the pistons 
and rings. Both inlet and exhaust valves will be of bronze, 
and the latter will be arranged for an internal circulation of 
cooling water. The wearing surfaces of the pistons will be 
of cast iron. The cylinders will be mounted on a stanchion- 
type frame, which will bé made of manganese bronze. The 
engine base, connecting rods, valve stems, igniter box, etc., 
will also be of manganese bronze. The wrist pins and crank 
shaft will be made of manganese shaft bronze, a material 
which has very low magnetic qualities. Any manganese steel 
used in the construction of the engine will have to be ground 
to a finish, as it is impossible to machine-tool this material 
on account of its hardness. The valve cams and rollers will be 
made of tool steel, hardened and ground. The manganese steel 
and cast iron, above referred to, will be the only magnetic 
materials entering into the construction of the engine. 

A feathering propeller of special design will be fitted. This 
will also be constructed of manganese bronze. 

The living quarters are all below, ventilation and light being 
obtained by means of a cabin trunk on the main deck, 42 feet 8 
inches in length, 16 feet 6 inches in width and 3 feet in 
height; heavily constructed of teak wood, finished bright. 
Skylights, companionway hoods and other wooden deck fittings 
will all be constructed of teak wood. All hatches will be fitted 


FEBRUARY, 1900. 


SS 


with locking devices to secure safety in a seaway. In ad- 
dition to this the vessel will be sub-divided into seven water- 
tight compartments by means of six transverse bulkheads, so 
that, with even two compartments stove in, the vessel will 
still remain afloat. 

Immediately aft of the collision bulkhead will be the fore- 
castle, 19 feet 6 inches in length and extending the full width 
of the vessel, fitted with wardrobes, berths, lockers and ample 
storage room for eight men. In addition to this there will 
be a toilet room with bath tub, wash basin, etc., with open, 
non-magnetic plumbing complete. Immediately aft of the fore- 
castle will be the crew’s galley, 8 feet in length by 16 feet 
athwartships, with range, dresser, sink, shelves, dish rack, bins 
and storeroom complete. Abreast of the galley, on the port 
side, will be a double stateroom, with two berths, for the use 


of the cook and mess man. Aft of the galley and occupying ~ 


a space of 14 feet 6 inches, will be the officers’ mess room, 
captain’s stateroom, mate’s stateroom, machinist’s room and a 
toilet and bath room, with bath tub, wash basins, etc., and all 
plumbing complete. Each stateroom will be fitted with a 
berth, having drawers underneath, wardrobe and bureau with 
mirror; the captain’s stateroom in addition to this will be 
fitted with a desk. 

Next abaft the officers’ quarters are the accommodations 
for the scientific staff, occupying the full width of the vessel 
for a length of 38 feet 6 inches; consisting of a ward room 25 
feet in length by 11 feet 6 inches in width; three staterooms 
and the commander’s office on the port side, and two state- 
rooms and a library on the starboard side. On the starboard 
side there will be a mahogany stairway leading to the observa- 
tion room on deck. In the forward end of the ward room will 
be a chronometer cabinet and instrument case. Each state- 
room will be fitted with a berth with drawers underneath, a 
large wardrobe, a bureau with mirror, a desk and a folding 
wash basin, in addition to an upholstered seat with locker 
underneath. Abaft of the ward room will be the steerage, 
with a companionway and stairs leading to the deck. On the 
starboard side will be a galley with all fixtures complete, and 
on the port side a toilet room with bath tub, wash basin and 
all plumbing complete. The floor and walls will be tiled. The 
desks, bureaus, fronts of berths and seats will be of mahogany, 
finished bright; the doors will be paneled, and, like the bulk- 
heads, will be constructed of white pine, finished in white 
enamel paint. 

Aft of the galley on the starboard side will be an ice- 
making and refrigerating plant of the ethyl chloride type, con- 
structed throughout of bronze, brass, copper and composition; 
the whole of sufficient size and capacity to insure a liberal ice 
supply and ample refrigeration. 

Fresh water will be carried in wooden tanks fitted under 
the cabin and forecastle floor, having a capacity of not less 
than 6,000 gallons, all properly connected and fitted with piping 
to all parts of the vessel. The balance of the space under the 
cabin floor will be arranged in bins and compartments for 
the storage of various supplies as may be required. 

On deck, on top of the cabin trunk, will be the observation 
room and observatories, consisting of a central observation 
room, 14 feet 8 inches in length and 16 feet in width, having 
on each end a circular observatory, 7 feet 8 inches in diameter, 
each fitted with a revolving dome constructed of bronze frame- 
work and plate glass. 

The contract calls for the completion of the vessel on or 
before the first day of July, 1909. Her first voyage will be 
to the Hudson Bay and the North Atlantic, where very little 
information of the compass variation has been obtained. This 
survey will be of great service, because the Canadians, who 
are opening up the great wheat lands of Western Canada, 
expect to run a line of steamers through the Hudson Bay 


International Marine Engineering 51 


from Churchill to Liverpool, a route on which there is open 
water during the shipping months. After the completion of 
this work it is expected that the compass variations along the 
traversed routes on the Atlantic will be charted. 


MARINE ENGINE DESIGN. 


BY EDWARD M. BRAGG, S. B. 


Calculations.—Make all valves piston valves. Assume eccen- 
tricity = 4% inches; lead upon top end = 5 inch for high- 
pressure and medium-pressure and 34 inch for low-pressure. 

As the design factor used in the first part of the calculations 
was 0.7, the following steam and exhaust speeds in feet per 
minute will be used: 


Cylinder High Medium Low 
interingesteamrjaedreyiie 6,000 7,500 9,000 
Exhaust) steambrerteeiee os 5,000 6,000 7,000 


Speed of steam through throttle, 5,500 feet per minute. 

Speed of steam in exhaust to condenser = 6,500 feet per 
minute. 

The cut-offs obtained in the beginning were H. P. = 0.675, 
M. P. = 0.60, L. P. = 0.65. When the maximum port opening 
has been determined, the width of the port can be chosen to 
give these speeds. The means of the maximum port openings 
obtained from the diagram, of which only that for the high- 
pressure is shown (see Fig..45), are as follows: 


2.12” + 2.24” 
High-pressure, SS Bod hocines., 
2 
1.84” + 1.96” 
Medium-pressure, —EE 


I 


I.g inches. 
2 
2.25” + 2.39” 
Low-pressure, = | 29H tha nes. 
2 
When the diagram for the low-pressure cylinder was drawn, 
it was found that very large valves would have to be used if 
the eccentricity was to be 4% inches, so the eccentricity for 
that cylinder was made 434 inches. 
Width of port for high-pressure, 


6,000 
3 Qiks” SK = 2.61” (use 22 inches). 
5,000 
Width of port for medium-pressure, 
7500 
— iefoy” >< = 2.375” (use 2% inches). 
6,000 
Width of port for low-pressure, 
9,000 
= 2.32” X = 2.98” (use 3 inches). 
7,000 


High-pressure piston valve, 
(23.5)’ X 850 X 0.333 
= = 11.9” (use 12 inches). 
5,000 X 2.625 
Medium-pressure piston valve, 
(41)? X 850 X 0.333 
SS a  & 808? C88 HO OF 17 TOES, 
6,000 X 2.375 
Low-pressure piston valve, 
(64)? X 850 X 0.333 
= 55-2” (use two of 274 inchess). 
7,000 XK 3 


The port areas for cylinders and areas for exhaust steam 
through valves are: 


/ 


52 International Marine Engineering 


FEBRUARY, 1900. 


High-pressure = 7 X 12” X 0.75 X 2.625” = 74 square inches. 
Medium-pressure = 7 X 34” X 0.75 X 2.5” = 200 square inches. 
Low-pressure = 70X55 XxX On 75 37 = 389 square inches. 
Areas for entering steam are: 
2.18 
High-pressure, 74 X = 61.5 square inches. 
2.625 y 
2.02 
Medium-pressure, 200 X = 162 square inches. 
2G 
2.21 
Low-pressure, 389 X = 299 square inches. 
2.875 


Throttle valve and main steam pipe: 
7(23-5)? X 850 


= 66 square inches. Use 94-inch pipe. 


4 X 5,500 
Pipe or pipes between high-pressure and medium-pressure valves: 
74 + 162 
= 118 square inches. Use 124-inch pipe. 
2 ; 
Pipe or pipes between medium-pressure and low-pressure valves: 
200 + 299 


= 249.5 square inches. Use 17-inch pipe. 
2 
Pipe to condenser from low-pressure cylinder: 
7(64)” X 850 
—_____— = 421 square inches. Use 23-inch pipe. 


4 X 6,500 


The data for the valve gear should be collected, and given 
in some such form as shown in Table VIII. The words top 
and bottom at the heads of the columns refer to the steam 
upon the top side and upon the under side of the piston; the 
quantities given for release and compression are those result- 
ing from the exhaust lap in the same column, the release 
occurring at one end of the cylinder and the compression at the 
other end. 


TABLE VIII. 
High- Medium- Low- 
Pressure. Pressure. Pressure. 
Eccentricity... 41 inches 41 inches 42 inches 
Number and diameter of valves..| 1—12-inch 2—17-inch 2—274-inch 
Middle Middle. Ends. 
Steam Taken at — S 
Top. |Bottom.| Top. |Bottom.| Top. |Bottom. 

Width of ates Ue arte eke tessa] | aurea 2k” 23” ah 3” SY 
Steam lap.. SP Aiithsesaoreal lees 2” 21/30” | 29/30 24” 2)” 
Exhaust lap.. soovescocd) Se. || SEY See RAG Se? | se 
Angle of adv. ance. Bre | 0283074 | eseyerete 45° 30’| ..... 422M OMA Meveyetere 
Steam lead, linear.. Nese ei hears 4 gr 2” IW/9” | 18/16” 
Cutoff. . .| 0.715 | 0.635 | 0.64 0.56 0.69 0.61 
Steam release before ‘end of 

stroke.. 0.11 0.10 0.11 0.10 0.12 0.11 
Steam compression ‘before end 

of stroke. . soo dol) Qed} 0.14 0.13 0.14 0.145} 0.155 
Maximum port. opening. alee 24” 127/30” | 131/30” 24” 23” 
Maximum exhaust opening . 25” 25” 23” 28” ey’ of 
Velocity of steam. ....----| 6,180 | 5.820 | 7,750 | 7,250.| 9,250 | 8,750 
Velocity of exhaust.. ......| 6,000 | 5,000 | 6,000 | 6,000 | 7,000 | 7,000 


The extreme diameters of the cylinder covers are as fol- 
lows: 


23 .5/+2X1.125”+2X0.75"+ OX1.25” = 34.75” 
34.75 — 23.57 == Tr 25” 
AI" 11.25” = 52.25” 


64”+ 11.25” = 75.25” 


High-pressure, 


Medium-pressure 
Low-pressure, 
The extreme diameters of valve chest covers are as follows: 


High-pressure piston valve — 12 inches inside diameter. 
Thickness of liner = 1 inch. The diameter of the hole under 


the cover = 12 inches + 2 & 1 inch + ¥% inch = 14% inches. 
Now, 185 & (14.5)? X 0.7854 = 30,500 pounds. If 1-inch studs 
are used the pitch circle will be 14% inches + 3 inches = 17%4 
inches diameter. 


30,500 To” SK 8 
= 14.8; use 16 studs. = 3.44 diameters apart. 
2,060 i) SK 7 
Diameter _ Pitch Number Spacing of 
Valve of Circle of of Studs in 
Cylinder. Diameter. Stud. Studs. Studs. Diameters. 
JBl, 12 12” i? 174” 16 3-44 
M. P eG” i? 224" 17 4.15 
IL, 12 274" a 33” 20 5.18 


By Formula (51): 


High-pressure valve chest cover 
= 12” + 2 X 1” + 64” = 20% inches; 
204%” — 12” = 84 inches. 


Medium-pressure valve chest cover 
= 17” + 83” = 25% inches. 


Low-pressure valve chest cover 
= 274” + 84” = 36 inches. 


The distance between the center lines of the medium-pressure 
valves, = y, should not be less than 1.6 X 17.0” + 1” = 28.25 
inches, nor more than 1.8 X 17.0 + 2.5 = 33 inches. It was 
found best to use y = 33 inches, in order to keep the engine as short 
as possible. 


X for the medium-pressure valves 


[52.257 + 254” 


+ 1”)? —(164”’)? = 36.25” nearly. 


2 


For the low-pressure valves: 1.6 X 27.5” + 1” = 45 inches. 
1.8 X 27.5” + 2.5” = 52 inches. Make y = 45 inches. 

In order that the low-pressure valve cover may clear the covers 
of the medium-pressure valves by 1 inch, the distance between these 
valves and the center line of the low-pressure cylinder should be 


75-25" + 25.5" 
—__—___—_——. + 1’)? — (16}/’)? = 484 inches, approximately. 
2 


The minimum distance between the low-pressure and me- 
dium-pressure cylinders will then be 36.25 inches + 48.5 inches 
= 84.75 inches. 

Piston Valves.—Piston valves are made solid, as shown in 
Fig. 48, or hollow, as shown in Fig. 49. They are made hollow 
when it is desired to have one pipe supply steam to both ends 
of the valve, and the area through the middle of the valve 
should equal the area through the pipe. The length of the 
valve depends upon the location of the valve liners, which are 
placed a sufficient distance from the top and bottom of the 
valve chest to allow the steam to enter and get away from the 
ends without the area for steam passage being restricted. The 
liners should be placed as near the ends as possible, and the 
passageways to the cylinder made as direct as possible, in 
order to reduce the clearance space. The length of the liners 
should be such that the piston valve rings will not spring out 
at the extremities of the stroke. The liners should be counter- 
bored at the ends sufficiently to allow the rings to over-travel 
14 inch or more. The length of the piston valve liner = width 
of port + steam lap ++ exhaust lap + the travel of the valve. 

The valve stems, eccentric rods and links must be designed 
to take care of the frictional load, the inertia and the weight 
of the valves. In addition, if a single valve is used with a 
euide, such as shown in Fig. 50, the stem below the valve must 
be designed for the bending that may come upon it from the 


FEBRUARY, 1909. 


International Marine Engineering 53 


ee Cues ee ne eee ee a ee 


pull of the drag rods in reversing when the valve is at its 
lowest point in the stroke. 

In the case of the slide valve, the frictional load can be 
calculated from the area of the surfaces in contact and the 
unbalanced pressure upon the back of the valve, no allowance 
being made for any balancing device. The piston valve is not 
subjected to any load due to unbalanced pressure, but the 
friction of the rings and the stuffing-box must be allowed for. 
It is usual to assume that this load is some multiple of the 
weight of the valve, valve stem, cross-head and block. If this 
load is taken as three times the weight of the above parts, a 
reasonable allowance will be made. 

The inertia of the valves is calculated upon the assumption 
of harmonic motion, and the maximum inertia, at the be- 


MAAN 


SS 


\" 
Need 
N. ——— 


A VY 
DSSIING 
(] [Prereg 
f = 
J 
WMH 


My 
Om 


YUM, 


TTT 


WY 


RSSSS&SA A AMA AM_AA_A_Ag MAA 


. 
YIN 
l NY 
N N % 
N NJ 
UN WW 
y y 


FIG. 48. 


ginning and end of the stroke, is used. The formula which 
gives this inertia is: 
) F = 0.00002837W RN”, (52) 
where W = weight of valve or valves, valve stem, crosshead and 
block, usually for the low-pressure gear; 
R = length of crank, or eccentricity in inches; 
and WN = revolutions per minute. 
In the- case of piston valves, the load for which the valve stem 
should be figured will be: 


L = W(4 + 0.00002837RN?), (53) 
if no balance piston is used; and 
L = W(3 + 0.00002837RN”), (54) 


if a balance piston is used. 
If balance pistons are used which balance more than the 
weight the load can be still further decreased. 


In the case of slide valves the load upon the valve stems 
will be: 


L= pAf + W(2 + 0.00002837RN”), (55) 
if no balance piston is used; and 
L = pAf + 0.00002837WRN?’), (56) 


if a balance piston is used; 
where =the unbalanced unit pressure upon valve; 
A = area exposed to unbalanced pressure; 
/ = coefficient of friction, usually taken as 0.2; 
and W, R and WN are as above. 


The portion of the valye stem between the valve and the 


S 5 
S P 
R : 
J 
S ; 
S f 
S 

S; 

G 

N J 

S$ 

9 

8 

N 

> 

=| 

S 

N 

N 

5 

S 

3 

N 

3 

5 

N 

3 

N 

8 

3 

3 

§ 

3 

S 

S 

8 

N 

8 

$ 

S| 

s 

3 

3 

N y 


FIG. 49. 


link block in the case of single valves, and between the piston 
valve and the yoke in the case of twin valves should be figured 
by means of the piston rod formula; the portion of the stem 
within the valve should be figured for tension only, as the stem 
is shouldered down where it enters the valve, and the thrust 
is carried by this shoulder. 

This load L is carried by the links, and when they are at 
an angle with the horizontal (see Fig. 51) there will be a 
tendency for the block to slide along the links. As the valve 
stem is kept from moving by the valve stem guide, this ten- 
dency results in a bending moment upon the valve stem, and a 
reaction in the drag rods to keep the links from moving. The 
maximum angle that the links make with the horizontal is 
assumed to be: 


WILLA] 


Fic. 50. 


2E sin (go — d) 


SNS Sie errr (57) 
b 
where £ = eccentricity of valve; 
d = angle of advance; s, u 
and b = distance between eccentric rod pinsually = 62. 
This formula, upon the assumption of b = 6H, becomes 
sin (go° — d) 
STD (58) 
3 
The component bending the valve stem will be 
L sin (go° — d) 
be ad er aT ERE (59) 
3 


and the bending moment upon the valve stem will be M = PI, 
where / is the distance from the bottom of the valve stem 
guide to the lowest point in the travel of the link block. For 
twin valves, with the stems yoked together, the bending 
moment would act upon the yoke, which always has plenty of 
strength. 

If the eccentric rod were normal to the link at the time 
when the latter makes its maximum angle with the horizontal 
(see Fig. 51) the load P would be all that the drag rods would 
have to carry; but since the eccentric rod is in line with the 
valve stem at that time, a portion of the load normal to the 
links will come upon the drag rods, in addition to the com- 
ponent along the links. In the diagram accompanying Fig. 51, 


54 International Marine Engineering 


FEBRUARY, I909. 


—_—_—_—_— eS 


AO is the load L acting through the valve stem. This load is 
resolved into BO along the links and AB normal to the links. 
Since the eccentric rod is in the position OD, the load OC = 
AB, normal to the links, is resolved into CD and OD. The 


Reverse Shaft Lever 
: | Valve Stem* 
IN. =| Link Block 
NIE [) Links 
Astern Ss Drag/Rods 
= a = 
lf — ; Gag = | 
Ahead ! a a 
Eccentric Rods): | 


FIG. 51. 


drag rods have to take care of BO + CD = 2P, and the eccen- 
tric rod is subjected to the load L. Although the drag rods 
are not exactly parallel to the links in the position shown, the 
load upon the rods will be practically 2P, so that each rod 
should be designed for the load P. 

(To be Concluded.) 


THE HEATING OF MODERN OCEAN LINERS.* 


BY W. CARLILE WALLACE. 


When we consider that the modern ocean liner has de- 
veloped into a vast floating hotel, carrying many thousand 
souls, the importance, from a sanitary standpoint, of effec- 
tually ventilating every part of the vessel, and maintaining 
the passenger accommodation at an equitable temperature, 
can hardly be over-rated. For vessels of even moderate size, 
the necessity of some form of mechanical ventilation has 
‘proved to be a necessity, as only by that means is it possible 
to insure a rapid change of air throughout the passenger and 
crew accommodation, in all kinds of weather. 

On the modern ocean liner, the higher-priced state rooms 
and suites are occupied much more during the day than was 
the case when the state rooms were only 6 by 7-foot boxes, 
with two or four berths in them, as the case might be. Pas- 
sengers are becoming more difficult to please, and competition 
is becoming keener, so that a shipping company wishing to 
retain its patrons must equip its vessels with all the luxuries 
of a modern hotel. As maintaining the individual rooms at 
an equitable temperature is not the least important of these, 
I propose, therefore, to restrict the scope of this paper more 
especially to this problem. 

Among the first ocean steamship companies to give the ques- 
tion of ventilation and heating the attention it deserves, the 
American Line is well to the front, as the St. Louis and St. 
Paul, built in 1895, were equipped with a very complete sys- 
tem, consisting of a number of pressure fans, placed on the 


* From a paper presented before the Institution of Naval Architects. 


boat deck, forcing air by means of suitable ducts into the 
principal state rooms, public rooms and alleyways, the air 
being warmed by passing over steam-heated coils, suitably ar- 
ranged close to the fan discharge. Suction fans are also pro- 
vided and connected to another set of ducts for drawing 
away the vitiated air from. the different rooms. The system 
has worked fairiy satisfactorily as far as the ventilation is 
concerned, but it has been found impossible to regulate the 
heat in the state rooms with any degree of certainty. 

Leading a double set of ducts throughout the vessel is ex- 
pensive in first cost, and as space is naturally restricted, the 
ducts must be kept small; this necessitates an increased ve- 
locity of air in the ducts, so as to get a sufficiently rapid 
change of air inthe rooms. As the power to drive these fans 
increases as the square of the velocity, it becomes apparent 
that this, together with the increased skin friction consequent 
on the higher speed of the air, very greatly increases the cost 
of operation. 

A very similar system of ventilation is fitted in the newer 
vessels of the Red Star Line, the warm air being discharged 
in these vessels into the public rooms and alleyways on the 
different decks; and exhaust fans for the removal of the 
vitiated air being fitted, having ducts leading from the state 
rooms, these latter being dependent for heat on the watm air 
from the alleyways being drawn in through venetian panels 
in the doors to supply the place of the vitiated air drawn out 
by the exhaust fans. In cold weather, it is found that this 
system is inadequate to warm the outside rooms, even when 
the temperature in the alleyways and other parts of the ship 
is high and the inside rooms much too warm. In summer, 
with a high outside temperature, this system is worse than use- 
less as a means of cooling the vessel, as observation has 
shown that the air discharged into the alleyways, etc., by the 
pressure fans is for several easily-explained reasons from 5 to 
10 degrees Fahrenheit above the temperature of the outside 
air, and as the exhaust fans alone are not of sufficient ca- 
pacity to ventilate the vessel, there is no alternative in warm 
weather between having the vessel uncomfortably hot through 
forcing in fresh heated air, or stuffy and ill ventilated through 
depending entirely on the exhaust system for ventilation. 

To get over these difficulties, numbers of other schemes 
have been tried, as, for instance, making the ventilation and 
heating systems more or less independent of each other, the 
heat in these cases being supplied by individual steam or elec- 
tric heaters placed in each state room, and more or less under 
the control of the passengers themselves; the ventilation being 
affected by exhausting the vitiated air from the rooms and 
alleyways, the fans and ducts being of sufficient capacity for 
this purpose, and fresh air entering by storm-proof ventilators, 
doors or other openings in the passenger accommodation. 
This system has the advantage of enabling the heat to be 
regulated without affecting the ventilation in the state rooms, 
the temperature there being adjusted to suit the varied ideas 
of the occupants. That this is a matter of no small import- 
ance will be vouched for by any chief engineer in the Atlantic 
service, for should he be so unfortunate as to have an Ameri- 
can and an Englishman in state rooms supplied from the same 
warm-air ducts, he will havea condition of matters which will 
give him considerably more worry during the voyage than 
will the main engines. 

There are so many manifest objections to placing steam 
heaters in all the rooms that it is hardly necessary to enum- 
erate them. They are apt to cause an unpleasant smell when 
first turned on; the multiplication of valves and pipes is a 
very serious evil, to say nothing of the risk of some of the 
heaters freezing and bursting while the vessel is lying in port 
in winter on the American side. On the other hand, elec- 
tricity lends itself admirably to individual heating at very 
small initial expense, as every state room is wired for light- 


FEBRUARY, 1900. 


ing, and it only becomes necessary to increase the size of the 
wires to provide for the extra current. 

With the idea of meeting the difficulties already enumerated, 
and dispensing, if possible, with the individual heating, there 
has been installed on board the Lusitania and the Mauretania 
an elaborate system of heating and ventilation. All this work 
was carried out by the Thermo-Tank Ventilating Company, 
Glasgow, and is, I think, without doubt, the best and most 
thorough scheme so far supplied to any vessel. One special 
feature which, in the opinion of the writer, will be found of 
great advantage in warm weather, is the possibility of being 
able to reverse the direction of the air currents in the ducts, 
the fans under these conditions exhausting the foul air from 
the rooms in large quantities, thus causing fresh air to be 
drawn in through open side-lights, doors, windows, ventila- 
tors and other available points. ; 

With regard to the practical working of the system, I be- 
lieve it has given excellent results as far as the heating and 
ventilation of the third-class accommodations are concerned, 
also in the large public rooms, and public open spaces in the 
passenger accommodation. Unfortunately, from structural 
and other reasons, it has been found impossible to avoid sup- 
plying inside and outside state rooms with warm air from the 
same thermotank; on that account, I fail to see how it is 
possible to supply a sufficient quantity of fresh air at the same 
temperature to insure proper ventilation to both these classes 
of rooms, at the same time keeping them at the same tem- 
perature. 

It is only necessary to glance at the plan of the engine and 
boiler spaces of these vessels to appreciate the enormous 
the hull. The major portion of the heat, no doubt, escapes 
by means of the funnel, hatches and engine room and stoke- 
amount of heat which must be radiated from surfaces inside 
hold upeast ventilators, but still a larger amount must be con- 
ducted through the decks, bulkheads, casings, etc., tending to 
warm up the interior of the vessel. 

For this reason there must be many inside rooms, even as 
high up as the promenade deck, which will require but a very 
small amount of additional heat to make them comfortable 
even in the coldest weather; whereas for the outside rooms 
on the same deck, with one side, and in some cases two sides, 
exposed to the weather, a large amount of heat will be re- 
. quired. That this internal heat, so to speak, exists in a vessel, 
is borne out by observations under all conditions of weather, 
conducted by Doctor Geissinger, surgeon of the steamship 
St. Paul, from which he found that unoccupied state rooms, 
depending on their position on the vessel for heat, maintained 
a certain definite temperature above the outside air during the 
voyage. 

From a careful analysis of the different systems of heating, 
the conclusion is obvious that the one best adapted to large 
passenger steamers is a combination of a system similar to 
that fitted on board the Lusitania and Mauretania, supple- 
mented by a system of individual electrical heating, the whole 
combination being under automatic control. Until very re- 
cently, there has been no reliable automatic device for regu- 
lating the temperature of a room warmed by an electric heater. 
- Numbers of electrical thermostats have been patented, but 
they have all failed under the test of practical application, 
and whatever possible success they may have attained on land, 
they were absolutely useless on board a steamship, owing to 
their sensitiveness to the slightest vibration. 

Some years ago the attention of Dr. Geissinger was drawn 
to the necessity of some means of regulating the temperature 
in his room on board the St. Paul, which was supplied with an 
electric heater; as he found that if he left the heater on while 
absent, the room became much too hot in moderate weather ; 
whereas, if turned off, the room became too cold. Any at- 
tempt to use existing thermostats was an utter failure, as he 
at once found that, owing to vibration, the switch controlling 


International Marine Engineering 55 


the heater would be destroyed in a few hours, and the con- 
tact points of the thermostat itself ruined through oxidization. 
As a final result of his investigations, he has succeeded in 
constructing and patenting an electrical thermostat which is 
positive in its action, controls the temperature within one de- 
gree Fahrenheit, is absolutely unaffected by vibration, and re- 
quires only 2.75 watts for the controlling current. 

For use in staterooms, hotel rooms, etc., the instrument is 
a combination of two thermostats in one case, the one set 
for the day temperature of, say, 69 degrees Fahrenheit, the 
other for a night temperature of, say, 64 degrees Fahrenheit, 
or less, if desired, both temperatures being easily adjustable 
to suit the requirements of the occupant of the room. The 
use of a lower night temperature is very desirable from a 
health point of view, but has also an important bearing on 
the quantity of current necessary to maintain this lower tem- 
perature, as will be seen later. To change from one tempera- 
ture to another it is necessary only to throw over an electric 
switch, when the thermostat takes care of the rest. This 
thermostat has now been in use in the state room of Dr. 
Geissinger for over two years, with perfect success. 

That there is a very important saving in the amount of 
heating current when properly regulated, and that, in such 
cases, the cost of electrical heating is moderate, is well shown 
by the following report of a deduction from a series of ob- 
servations taken during the east-bound and west-bound trips 
of the St. Paul between Nov. 23 and Dec. 15, 1907. 

The surgeon’s cabin is an outside room situated on the 
first covered deck, and is 7 feet 6 inches by 8 feet, and 7 feet 
6 inches high. The ceiling of the room is composed of the 
bare plating and beams of an exposed deck. The outside 
paneling is entirely uncovered between two frames and, there- 
fore, this area is practically exposed to radiation through the 
steel hull to the external air. The cabin is provided with a 
liberal supply of fresh air through a duct and 4 by 4-inch 
uptake, and the door is arranged with the customary louvre 
panel. The ventilation, therefore, is quite up to the standard, 
and, for certain reasons, the incoming air is rarely or slightly 
heated. For this particular room, the demand on the heat 
supply is, therefore, certainly as heavy as that of the ordinary 
promenade deck state rooms. The room is warmed by one of 
the regular electric heaters manufactured by the Consolidated 
Car Heating Company of New York, which consumes 8 am- 
peres at a pressure of 110 volts. 

For the purpose of observation, the days were divided into 
periods, viz.: 8 A. M. to 11 P. M. and 11 P. M. to8 A. M., 
which in the following data are referred to, respectively, as 
“Day” and “Night.” 

During the day the temperature was kept at 69 degrees 
Fahrenheit and at night at 64 degrees Fahrenheit, by means 
of a Geissinger electro-thermostat. This was arranged to 
operate on a switch which controlled the amount of current 
supplied to the electric heater aforementioned. In the circuit 
between the switch and the heater was placed a wattmeter, 
which recorded accurately the amount of current consumed 
by the heater in keeping the room at the desired temperature. 
Careful records were taken of the wattmeter readings, as 
well as the external temperature and that of the incoming air, 
for both day and night periods. Summing up the observations 
taken, the following results were obtained : 


SUMMARY OF OBSERVATIONS 


Voyage No. 15t East, S. S. St. Paul 


Day. Night. 
Average external temperature.. 47.1° 44.8° 
Average temperature of  in- 
coming air (ventilation).... 64.3° 64.4° 
Actual consumption by watt- 
meter Sccc00g GUO UAW Vlabe, 4.8 KW. hr, 


56 International Marine Engineering 


Extra electric energy (consumed 


by lamps and for resistance) 9.0 KW.hr. 3.4 KW. hr. 
INGE COMATTND SON osscscoasvcccec 40.9 KW.hr. 8.2 KW. hr. 
Motalwronstripleeen ee eee ss 49.1 KW. hr. 
Voyage No. 152 West, S. S. St> Paul. 
Day. Night. 
Average external temperature.. 45.5° 44.7° 
Average temperature of in- 
coming air (ventilation).... 64.6° 64.8° 
..:verage temperature of room.. 69.° 64.9° 
Actual consumption by watt- 
ANUS pea Cay Om BeOS eee 50.6 KW.hr. 7.1 KW. hr. 
Extra electric energy in room 
(consumed by lamps and re- 
SOUBZMNGS) scoscosubocddsosan Ops RAN Rae, 2.5 KW. hr. 
INetaconsumptiony see eles 60.1 KW. hr. 9.6 KW. hr. 
hota lestorhtri perenne ee oe eee 69.7 KW. hr. 


In reference to the remarkable difference in power used in 
the day and night periods, it should be stated that the con- 
sumption for the night is so much smaller than that of the 
day, because the actual time of observation is much shorter 
and also because the amount of heat required to raise the 
warmth of the room from the night temperature to the day 
temperature is comparatively large, and naturally it appears in 
the total reading for the day. 

The following observations conducted recently on board the 
steamship Oceanic should be of interest to naval architects, 
showing, as they do, the average expenditure of electric en- 
ergy of a typical and purely electrical system of heating 
where the passenger has complete control of the heaters. 

The halls and public rooms of the vessel are heated by 
means of steam coils, whereas the staterooms on the two 
upper decks are heated by electric heaters, consuming on an 
average 1,200 watts per hour each. These rooms, being on the 
promenade decks, are ventilated by means of ducts, one to 
each room, having the intake close under the deck in the cen- 
ter of the outside alleyways or promenade, leading from thence 
into the side of the deck house, down the side of the state- 
room behind the casing, and opening to the room through a 
ported slide just behind the electric heater, which is placed 
under the sofa. The doors are solid panels, movable louvres 
being fitted at the top of the room between the beams, and 
leading into the hallways. 

An accurate record was kept of the consumption of cur- 
rent used in heating the staterooms of this vessel during one 
round voyage. , wie 

It is worthy of note here that, though this ship was origi- 
nally fitted with multip’e-circuit heaters and switches, giving 
medium, low and maximum heat, it was found advisable to 
substitute simple heaters of maximum capacicy; the finer- 
sized wires of a divided circuit heater frequently burning out 
and giving trouble. It was also found that the average pas- 
senger did not possess sufficient mechanical knowledge to 
master the graduation of the switch, and was disposed to 
blame any extremes of temperature on this mechanism. 

Anyone who has had sea experience will appreciate the 
foregoing observation of the mental apathy of passengers of 
all classes, for if a passengcr is to be made comfortable it 
must be accomplished without effort on his part, and by far 
the greater number of complaints regarding the heating and 
ventilating are usually due to the passenger’s neglect or in- 
ability to help himself to the means of regulaticn provided in 
any properly-installed system. 

As a means of determinire the actual amourt of current 


FEBRUARY, 1900. 


necessary to maintain a given temperature in the rooms of the 
Oceanic a test was made on Jan. 28, 1908, while the vessel was 
lying in dock in Southampton, upon a representative room on 
the shelter deck. This room is 9 by 9 feet by 8 feet 3 inches, 
with two square ports and one exposed side, the ventilator and 
heater being as already described. The heater was tested and 
found to consume 1,045 watts. The external temperatures 
were 4472 degrees at the beginning and 42 at the end of the 
test. The room, which had been closed for three days, was 
found to be at a temperature of 57% degrees, and by deduc- 
tion the effect of the internal heat (1) was estimated to be 
Io degrees (that is, the room would have been the standard 
temperature of 70 degrees if the external temperature had 
been 60 degrees). The heater was run full power until the 
temperature reached 6914 degrees, when, after several tests, 
it was found that if the heater was on for a period of two 
minutes and off three minutes, the temperature remained con- 
stant at 69% degrees. The radiation, expressed in terms of 
electrical energy, was therefore determined to be 418 watts 
per hour, when the external temperature was 42 degrees and 
the internal heat, as already stated, 10, and, for this special 
room, may be expressed by the equation VV = 24 (R-E-I) ; 
when JV equals watts per hour, R, temperature at which room 
is to be maintained; E, external temperature, and J, internal 
heat. It was also found that 520 watts were required to 
raise the temperature of the room from 64 degrees, the night 
temperature, to 69 degrees, the day temperature, in addition to 
the amount radiated. 

A curve of theoretical consumption of energy based on the 
foregoing formula was plotted for the Oceanic, with an as- 
sumed temperature for rooms of 69 degrees during the day 
and 64 degrees at night. In view of the large difference be- 
tween the theoretical and observed consumption of energy, it 


-may be well to consider in what way the conditions at sea 


may modify the observations of heat dissipation taken in port. 

The ventilation of the room, depending as it does on the 
force and direction of the wind, is no doubt greater at sea 
than in port, but assuming that an extra amount of air enter- 
ing the room was to cubic feet per minute, the consumption 
factor would be increased by 4 (R-E), or from 24 to 28 or 
about 16 percent. On the other hand, the internal heat (7) 
would be naturally larger with the boilers in full operation. 
On the steamship St. Paul, I has the value of 8 and 12 in 
port and at sea, respectively. This correction if applied to 
the Oceanic would increase J from 10 to 15 and decrease JV” 
by 120, or about 28 percent. The adjoining rooms and _hall- 
ways would also be at a higher temperature, therefore it 
seems safe to assume that the estimation of electric energy in 
port is in excess of the sea requirements. 

The records of actual consumption were obtained by run- 
ning the heaters of the stateroom from one machine the en- 
tire voyage and reading the ammeter every two hours; the 
external temperatures were also taken every two hours. 

The steamship St. Paul, sailing from both ports three days 
later, encountered different temperatures, and the consump- 
tion as recorded for comparison is correct for these dit- 
ferences, the equation for this vessel being W = zo (R-E-1) 
for radiation, and WV = 20 (R-A) for ventilation, where J = 
12, and: 4 is the temperature of the incoming air. 

In presenting these records, the consumption has been di- 
vided by the number of rooms occupied on the trip by pas- 
sengers. It is obvious that at no time were all the heaters in 
use, due to the wish of some of the occupants for cold air, 
and that the reduction to an average of one room is rather 
unfair to a comparison of a definitely-heated room, however 
valuable to the engineer as an average daily record of power 
used. 

These records of the Oceanic are especially interesting in 
that they show the consumption of energy in two extreme con- 


FEBRUARY, 1909. 


International Marine Engineering 57 


ditions. On the westbound voyage this ship passed through 
exceptionally cold weather, as evidenced by the average tem- 
peratures 37.6 and 35.8 day and night, whereas in the east- 
bound passage the average temperatures were 53 and 52.4, 
temperatures more in keeping with the month of May. 

In this connection it is surprising to find such small differ- 
ences in the consumption of power between the two voyages, 
proving the statement already made that the average pas- 
senger does not use his heater with reason, or even cater to 
his own comfort in the smallest degree. It will be noticed 
that the corrected consumption of the steamship St. Paul 
comes into yery close agreement with that calculated for the 
Oceanic, and verifies most strongly the basis on which the 
latter calculations were made. 

On the charts of the steamship St. Paul the top lines show 
the temperatures of the room, ventilating air and external air. 
The room temperatures are shown for convenience as sharply- 
broken lines, though the change from high to low and the re- 
verse necessarily takes some time. The other temperatures 
are recorded in curves joining the average for the period and 
do not show the hourly variations that are actually found in 
the ventilating air when steam is turned on. 

Taking the cost of coal at 1.2 cents (0.6d.) per kilowatt- 
hour, which is certainly a low estimate, and applying it to the 
estimated waste of electrical energy, in the case of the Oceanic 
we get for the westbound voyage a loss of $34 and for the 
eastbound of $52, or on the round voyage, say, $86 (£17-13-5) 
in heating forty-nine staterooms. For seven round voyages 
per year, during which heat is certainly advisable, we get a 
total loss of £123-14-0 ($602) per annum, which might be 
saved by placing the heaters under automatic control, so that, 
regardless altogether of the luxury of definite temperatures, 
the subject becomes a matter of some financial importance. 


Ga West Nie East aN 

Day” “Nite? Dera? Nieto” 
Oceanic, observed* ..... 812 844 672 644 
Oceanic, calculated* .... 555 375 174 49 

St. Paul, corrected* (for 

comparison only) .... 536 206 IQI ae 
Apparent waste* ....... 257 469 408 505 

Seven days’ wastey...... 27 31.9 52.2 34.5 

West East. 

Seren Gens’ Wwasue totelhfs ooo o0c0c4G0 000006 58.9 86.7 
Niuimbersroomspoccupied) -anenee eases 4S 50 
Total WASH TOP VaAMPs co0400000000 0008005 02 Hey) 4,340 
Cost at LA GSMS HEP Watt, oooccccccve00c0s $34 $52 


Cost of waste for one round voyage, $86 (£17-13-5). 


* Watt-hours. 7+ Kilowatt-hours. 


THE AUTOMOBILE TORPEDO OF TO-DAY. 


BY A. M. HOFFMANN. 


The general public has but a very imperfect idea of the ad- 
vance that has been made in the development of the automo- 
bile torpedo within the last few years. For a great many years 
after Whitehead built the first of these instruments of deé- 
struction, they were notoriously unreliable, despite all of the 
skill and cunning with which they were fabricated. The prin- 
cipal trouble lay in keeping the torpedo on a straight path. 
Its powers of inflicting damage when it did hit were unde- 
riable, but there was a large margin of painful doubt before 
the torpedo finished its run; it was just as apt to hit the ship 
discharging it as it was likely to hit the target toward which 
it was started. Only a very few years ago, the same sized 
torpedo was issued generally to all vessels without regard 
‘to the different fields of service for those craft; and the 


largest of the torpedoes was not more than 3.55 metres (13.98 
feet) long. To-day, however, the torpedo has grown to a 
length of fully 5 metres (19.69 feet), and a distinction is 
made in assigning these weapons to vessels; torpedo boats 
being fitted with 18-inch torpedoes: of very high speed but 
shorter range, while the heavy-armored ships carry torpedoes 
of 21 inches diameter of greater effective range but lower 
speed. This is instructive, inasmuch as it shows an outcrop- 
ping of the eternal tendency to specialize, class distinctions 
thus developing even between torpedoes; and it has been 
suggested that before long we shall see a further differentia- 
tion in the form of a particular style of torpedo to be carried 


* 


FIG, 1.—THE LATEST TYPE OF 18-INCH TORPEDO. se 
by submarine boats. In fact, it is believed by some naval ex- 
perts that the submarine boat will soon prove to be the only 
practicable craft from which the best of the automobile tor- 
pedoes can be fired in order to secure the fullest advantages 
of the great speed and range now attained by these weapons. 

The motive power of the modern torpedo is compressed 
air. Ten years ago the air flasks of the largest torpedoes 
were charged to a pressure of 1,350 pounds to the square 
inch, while to-day the working pressure for the latest types is © 
2,250 pounds to the square inch; and there is reason to believe 
that we shall have a further increase as metallurgical advances 
make it possible to fabricate air flasks of moderate weight 
which shall be capable of safely withstanding the stress of 
higher pressures. Pent-up energy of this sort makes the air 
flask, by itself, a weapon of no mean potentiality. Three 
years ago, the French battleship Jawreguiberry was struck by 
a torpedo during peace-time practice, and the air flask ex- 
ploded with sufficient force to crack one of the big propeller 
struts and cause such leakage around the stern—by reason 
of damaged plating—as to compel the docking of the ship 
and incidental repairs, which consumed some weeks. ‘This is 
significant of the power stored up within these weapons for 
their self-propulsion. 

Until within the past year or two, the range and speed of 
the torpedo were limited by the initial capacity of the air 
flask; and the pressure in the flask began to lessen, of course, 
from the first moment air was permitted to pass to the driy- 
ing engines, and it did not seem possible to mend matters in 
that direction. At this point, however, American ingenuity 
came to the front and devised a means of increasing the mo- 
tive capacity of the initial air supply by causing its expansion 
through heat skillfully applied. This was a courageous un- 
dertaking, because, at first blush, there seemed a dangerous 
menace in the possibility of overheating the air and bursting 
the flask. However, mechanical cunning overcame this ob- 
stacle by causing the pressure in the air flask to automatically 
regulate the flame which superheated the compressed air, and 
in this manner the developing pressures were made to bal- 
ance and control themselves. As a result of this pioneer 


58 International Marine Engineering 


FEBRUARY, 1900. 


work, the first 21-inch torpedoes attained very remarkable 
results; in fact, the speed was increased nearly 50 percent; 
while the effective endurance or range at the old speed was 
more than doubled. Since then, correspondingly good results 
have been secured with the 18-inch torpedo, and the following 
table will show directly what the superheater has done: 


~ 


RANGES OF 18-INCH TORPEDO UNDER BOTH CONDITIONS.* 


Air Air 

Unheated. Heated. 

Knots. Knots. 
INE TO0O; wand Sraeria ot ys saeeercuch Ae 35 43 
INE MINS OOM And SHe eAyia cei nee e eee 30 40 
YN eaROOL ENC p-c neo GMSMA On a OO SAO au UOae 281% 38 
ENS OOO my and Saas we ey eee ee 23 to 24 32 
At SA ooO gyard swan sa ay oie Soe One: 18 to 20 28 


It may be of interest to know in a general way how this is 
accomplished. _In addition to the air flask charged with the 
motive force for the torpedo, there are two or three small 


FIG. 2.—DISCHARGE OF A TORPEDO FROM THE DECK OF A TORPEDO BOAT. 


flasks which are filled with alcohol and yet retain a little 
space for a reserve of air. These flasks or tanks are con- 
nected to a burner in the big flask or air chamber. When 
the torpedo is discharged from the torpedo tube the pressure 
used to expel the weapon—either air or powder—is sufficient 
to open a little valve which turns on the air to the engines 
and at the same time opens a connection between the air 
chamber and the flasks containing alcohol. After the en- 
gines have been running a few moments there is a difference 
between the pressure in the fuel flasks and the pressure in the 
motive air chamber—the latter being lower. As a result, 
liquid fuel is forced into the burner in the air chamber and 
at the same time a cunningly-devised trigger is released which 
explodes a fuse and ignites the alcohol. Immediately, the 
heat thus generated causes the air in the chamber to expand 
and incidentally the working pressure is raised. This pres- 
sure, after reaching a point above that in the fuel flasks, re- 
strains the flow of the alcohol automatically until the chamber 
pressure is again lower than that of the air in the fuel sys- 
tem, the pressure of which is reflexively maintained by the 
surplus power developed in the main air flask. This added 
gain in motive force by the use of heat would be of little 


* The latest development of the 21-inch torpedo is said to have a range 
of 7,000 yards. ; 


avail if it were not for the “reducing valve,’ which stands 
guard between the air chamber and the engines, permitting 
air at a uniform speed and a reduced pressure only to be fed 
to the motive mechanism, in this manner preventing the sud- 
den expulsion of the air and the probable destruction of the 
engines by reason of the wracking vibrations of too high a 
rate of revolution. This reducing valve is one of the clever- 
est features of the modern torpedo, and is automatic. 

The Whitehead torpedo, which has followed the American, 
or Bliss-Leavitt torpedo, in the adaptation of a superheater, 
works in a different way, the superheater being placed out- 
side of the air chamber and between the “reducing valve” 
and the motor. As a result, the reducing valve likewise con- 
trols the pressure produced by combustion and automatically 
both the air and the fuel supply, so that it is able to main- 
tain a constant temperature irrespective of the quantity of 
air or fuel used. The secondary advantage of this arrange- 
ment lies in the fact that the air exhausted by the engines is 
warm and the risk of the formation of ice or frost in the 
moving parts is eliminated. Under the old condition, where 
the air was not superheated, the expansion at the exhaust 
valves was so great that it not infrequently reduced the tem- 
perature sometimes to several degrees below zero. This not 
only produced frosting, but it congealed the lubricant and 
seriously handicapped the working efficiency of the machinery. 
In addition to this, the cold water of winter in northern 
climates helped to this end—it is impossible to run the ordi- 
nary cold-air torpedo when the temperature of the water 
falls to the neighborhood of 40 degrees Fahrenheit, because 
of the effect upon the initial pressure in the air chamber, and 
the superheater has thus removed one of the obstacles to ef- 
fective service in winter time. 

Until recently, torpedoes were driven by a wonderfully- 
compact little engine of the ordinary cylinder or reciprocating 
order known as the “Brotherhood” balanced type. Although 
small enough to be housed within a good-sized cheese box, 
these engines-have been able to develop something over 60 
horsepower, but the turbine has now supplanted them and 
added greatly to the speed and to the range of the torpedo by 
taking up less room. The gain in range has been due to the 
fact that the motive air is used more economically, while 
the increase in speed followed because of the fewer moving 
parts and the incidental reducing of friction. 

Until the last few years, the gyroscope installed in torpe- 


~does was spun by a spring which was generally wound a 


short while before the torpedo was launched. Apart from 
the shock due to this sudden impulse and the fact that there 
was thus a limit to the delicacy with which the instrument 
could be constructed, the gyroscope received no further im- 
pulse during the run of the torpedo; as a result there was a 
gradual lessening of the effective corrective force exerted 
by the gyroscope or Obry gear, as it was then called. With 
the introduction of a turbine-driven gyroscope operated by 
an air impulse, not only was the initial shock due to the spring 
release done away with—permitting a more finely-balanced 
device—but the gyroscope was kept in continuous motion by 
a constant air impulse. The increased smoothness of running 
due to this modified gyroscope has greatly flattened the path 
of the torpedo, so that it now travels on a straight line in- 


FIG. 3.—SECTIONAL VIEW OF A TORPEDO. 


A, After Body. B, Air Flask. C, Gunpowder Charge. 


J, Air Valve. 


M, Turbine. N, Reducing Valve. WV, Gyroscope. X, Superheater. 


FEBRUARY, 1909. 


stead of the very sinuous one of old. This naturally in- 
creases the range and the linear speed of the weapon. The 
balanced turbine for this work is the invention of an Ameri- 
can naval officer, and it is a wonderfully cunning piece of 
mechanism. 

The gyroscope is so arranged that it controls the movement 
of a little motor which, itself, is of sufficient power to move 
the rudders guiding the torpedo in a horizontal direction. 
Before the Obry gear was invented, the torpedo was a very 
uncertain weapon. Dents or other imperfections in the sur- 
face of the torpedo used to cause it to steer badly; and if the 
vessel were moving at the time the torpedo was discharged, 
and the torpedo struck the water improperly, it was easily 
“tumbled” and deflected from its desired target. Especially 
was this so if the torpedo rolled on entering the water so as 
to cause its horizontal rudders—which normally control depth 
—to become, pro tem, vertical or lateral rudders, The Obry 
gear reduced errors due to these causes to a marked extent, 
but the improved turbine-driven gyroscope of to-day has, in 
its turn, greatly increased these powers of directive correc- 
tion. 

The gyroscope has been still further widened in its use- 
fulness by making it adjustable, so that the original purpose 
of holding the torpedo to its line of discharge has been am- 
plified in a manner that now makes it possible to expel the 
torpedo at an angle of quite 120 degrees from its intended 
target and yet have the gyroscope bring the torpedo gradually 
round through that arc and then turn it and hold it in a 
straight line for its objective. The advantages accruing from 
this permit of the simultaneous discharge of a torpedo boat’s 
full complement of tubes even though they can not be made 
to point forward or to bear directly upon the target. All the 
commander has to do is to adjust the gyroscopes to their 
proper angles in advance and to point the tubes so that after 
the torpedoes have described the arcs of these angles they 
will then point parallel to the fore-and-aft center line of the 
boat or the direction in which the craft is pointed at the time 
of their launching. This permits the torpedo boat to approach 
her target head-on, and thus to offer her most moderate area 
for the attack of an enemy’s gun-fire. When within striking 
distance, all of the tubes can be discharged simultaneously 
and with excellent chances of hitting the mark and doing 
effective work. 

It was only a very few years ago that $2,500 would cover 
the cost of a torpedo; to-day, the prices range all the way 
from $5,000 to $7,100 apiece. ‘The cost of these torpedoes 
made the Navy Department reluctant to risk many of these 
weapons in target practice until the coming of the “‘soft- 
nosed” or collapsible-headed torpedo. Torpedoes now fitted 
with these practice heads can be safely fired against a ship 
without damaging the vessel or risking the loss of the tor- 
pedo, and officers and men are now given the training abso- 
lutely needful in order to make them of value in time of war. 


The United States naval programme for 1909, as outlined in 
the Naval Appropriation bill recently reported by the House 
committee on naval affairs, provides for fifteen new vessels, 
to cost approximately $29,000,000 (£5,959,000). The bill pro- 
vides for two 26,o00-ton battleships, five torpedo boat de- 
stroyers, four submarine boats, one sub-surface torpedo boat 
and three colliers. The two battleships will be the largest 
ever laid down by several thousand tons, as their displacement 
will be 26,c00 tons, and it is understood that they will carry 
twelve 12-inch 50-caliber guns in six turrets, all placed on the 
center line of the ship. Additional expenditures will bring the 
total naval appropriation for the year up to $132,000,000 
(£27,140,000), as compared with $123,000,000 (£25,290,000) of 
the current fiscal year. 


International Marine Engineering 59 


PIPING UP A MERCHANT VESSEL FOR STEAM HEAT. 


BY ALLAN DALE, 


Almost the last work of importance to be started in a ship- 
yard drafting room, and the first to go aboard the vessel after 
it is launched, is the steam-heating system; and the drafts- 
man who handles this work, unless he is an “‘old timer” and 
“right on the job,” is on pins and needles while it lasts, for 
it is One continuous case of rush, with little or no time to 
think. 

The reasons for this are as follows: First, it is quite im- 
possible for the draftsman to locate his coils or radiators 
until the deck or “joiner plans” are completed and approved 
and the principal rooms detailed; as otherwise.the heaters 
may foul a berth, a desk, the drawers under the berth, the 
door of a shoe locker, or numerous other things. In fact, 
the spare room left by the furniture may be so little that no 
commercial-size radiator can be bought to fit the space, and 
the furniture will have to be shifted or an especial shape 
coil be made to fit. Hence, the reason for starting this plan 
last of all, 

Second, it is equally important that the pipe fitters get all 
their work in place before the polished furniture is installed 
and before the painters put on the final coat; in fact, before 
the woodwork is painted at all, as otherwise the scratched 
or marred surfaces (ruined by the installation of the work) 
will require refinishing and retouching, which in turn causes 
needless delay and expense.. 

Thus it will be seen that once the plans can be started, the 
work should not only be carried on with the greatest possible 
speed, but should be so handled that no time is lost anywhere, 
and that the work in the yard and shop (such as getting out 
the material and making up the coils) may proceed even while 
the plans are being submitted for their final approval. To do 
this certain data should be at hand and a well-mapped routine 
followed to avoid the many little slips that tie up here and 
there and cause delay. The information given below, which 
embodies all this data, is based on years of experience and 
hard knocks, and no one is apt to go wrong by following it. 


STARTING THE PLAN. 


The first thing is to procure a plan of the decks—the joiner 
or arrangement plan—and figure out the square feet of space 
in each room to be heated, making no allowance for the furni- 
ture or lockers that may be in the room. Mark the totals in 
each corresponding room on the plan as you go along. This 
done, get the height, deck to deck, and multiply the square 
feet of each room by this height, marking the total cubic feet 
in each room underneath the square feet. One height will 
generally do for all the rooms on one deck. The height may 
vary, but unless the room be very, very large, this variation 
will be so slight that it does not affect the size of the heater. 

This method will do away with the labor of making out a 
table or schedule of sizes of rooms, as you have the figures 
for each room before you, on the plan, in the corresponding 
room. It also eliminates all chances of error; as you will 
quickly, by glancing over your plan, detect any figures that 
may seem out of proportion to the size of room. You are 
now ready to make up your list of ratios. 


RATIOS. 


By ratio we mean the proportion of square feet of heating 
surface in the radiators or coils to the cubic feet of space in 
each individual room, These ratios vary greatly in different 
parts of the ship. It should be stipulated very clearly in the 
specifications what ratios are to be used. Where this is not 
done (and it is seldom done) the designer should make up a 
list of these ratios and submit them for approval before he 
draws in his heaters; unless he cares to run chances of haying 


60 International Marine Engineering 


FEBRUARY, 1909. 


his entire plans badly mutilated after everything is finished 
and shown in ink, for his heaters may be too large or too 
small, which would not only affect the location of some of 
them, but would probably change the sizes of steam and drain 
leads from the engine room manifold throughout the ship 
and back again to the terminus of the drains, and thus he 
would have a good share of his work to de over again. This 
is unnecessary delay in the grossest sense of the word. 

The writer knows of no universal standard list of ratios; 
in fact, it would not be good practice to stick to one such list 
for all cases, as the designer must be guided by his own judg- 
ment. Inside rooms, for instance, do not need as much heat 
as those having two or three sides exposed to the wind, and 
an isolated room would need a much higher ratio than one 
located next to the galley or the boiler hatch. The list given 
in Table [. can, however, be followed for most cases and a 
deviation from these figures is advisable only where the ship 
travels in an exceptionally cold climate. 


Tas_e [. ApproxIMATE RATIOS. 
Deck Rooms. Ratio. 
Boathyceeinne Pilotyhousesey ae Pee Ono rere 40 
Charter oomimprsy eee Tee 75- 80 
(Ceyprienin’s HNC; 555 0ccoogcccob0 CCC 75— 80 
@aptainisibatheaeeer sere ener rr go-100 
Officersmstateroomssee eee eerie 75- 80 
PRONG sioo6o Sia abe? ROO > 6505 00000000000000 Too 
StaterOomsapem pan eee eae 80- 90 
Offices oi rere haya ayn en ota 80- go 
MRoiletrOOMS Ayer ee eee IIO—II5 
Bath sy. i.e one yaatehe yous vane etek vena chee 70— 80 
ELUTE Cane yaereeye ID Soa GALOIS codcoodboc0x00000000¢ QO-100 
Galbinseesmaienne ae pio eos ae go-I0o0 
Stateroom syatentn eee eae QO-I00 
JRoiletsroomswey eee IIO-II5 
Baths exec y paystactse ech races aa 70- 80 
IMainihysetierertie Crew’s quarters forward............ 50- 75 
Staterooms forward................ 50= 75 
IMIESS MOOS Sod6cadugcosdonu000000% 125 
Stateroomsjattaeee ere eerie 75-100 


The pantries, galley, bakery, crew’s and firemen’s lavatories 
and showers, and the store rooms are usually not heated di- 
rectly, since they receive enough heat from other sources. 
The above ratios are known as “approximate ratios.” Before 
making out the actual ratios it is necessary to say a few 
words about the sizes and types of heaters. 

Standard wall radiators are made by the Fowler & Wolfe 
Company and by the Pierce, Butler & Pierce Manufacturing 
Company in the following sizes: 


Square Feet of Dimensions Thickness 
Heating Surface. in Inches. in Inches. 
34 9 X17 34 
5 © 123X177 34 
6 T24.x 21 3+ 
7 12} X24 3t 
9 13 X24 3 


Other radiators can be had in all styles and sizes up to al- 
most any number of squase feet heating surface, but these 
flat wall radiators are best adapted, for the state rooms at 
least, as they do not extend more than five inches out when 
fitted to a wooden bulkhead, and on a steel bulkhead, where no 
fire protection is needed, they extend out only 334 inches. They 
come in either the horizontal or vertical pattern and can be 
made up in sections of any size. For instance; if 12 square 
feet of heating surface are required, two 6-foot radiators may 
be put together, making a section 12% inches high by 42 
inches long, or 25 inches high by 21 inches long, or 21 inches 
high by 25 inches long, or 42 inches high by 1214 inches long, 
with only one steam and one drain valve to the entire section. 
Thus it will be seen that these little radiators readily adapt 
themselves to any size of wall space, though when used in 
multiples they should be so ordered from the manufacturers. 
But we will get to this later on. 


These radiators are used in the state rooms and officers’ 
» 


quarters, where appearance counts. For the firemen and crew 
and steerage quarters it is cheaper to use coils made of 1-inch 
black or galvanized wrought-iron pipe with return bends, un- 
less specifications state otherwise. The pilot house is gener- 
ally furnished with brass coils of 1-inch pipe, iron pipe size. 

To determine the number of square feet of heating surface 
in a coil, multiply the outside circumference of the pipe in 
inches by the length of coil over all in inches by the number 
of rows of pipes in the coil and divide by 144. Thus: a coil 
of 1-inch pipe 36 inches long and eleven rows high will have 


4.131 X 36 XII 
= 11.36 square feet. 


144 


Very frequently the crew’s sleeping quarters are so well 
filled with berths, lockers, etc., that no space is left on the 
bulkheads or sides for coils. It is then well to install one or 
more large circular radiators in the middle of the room. These 
radiators can be bought in halves and fitted around a stanchion 
if necessary. Such an arrangement works out very well and 
is also much cheaper than using many coils. 

We are now ready to make up our list of radiators, coils 
and actual ratios. This is done by locating standard size 
radiators and convenient size coils to scale on the joiner plan, 
and approaching as near as possible the approximate ratio. 
This may be done with a soft black or a red pencil, as it. is 
for the draftsman’s use only, and as will be seen later, it 
saves an immense amount of work. 

Care should be used in locating the heaters so that they do 
not come on the outside bulkhead of a cold-storage room, or 
in the wake of a sliding door, or block a passage. This may 
seem ridiculous to say, but the writer has seen it done time 
and again. The number of heaters in a room or passage 
should also be cut down to as few as possible, as heaters cost 
money and one large heater will give less trouble than several 
small ones. Sizes and dimensions of sectional and circular 
radiators will. be found in any manufacturer’s catalogue. 
Steam and drain tappings should be determined from Table 
Ill. The list of ratios should be made up similar to the one 
shown in Table II., which was used on a very recently com- 
pleted vessel of moderate size. The list made up in this form 
will give all the information required regarding heaters and 
will save time in making up the orders in the purchasing de- 
partment as well as in cutting lengths of pipes for the coils. 
Note the slight difference between the actual ratios in this 
list and the approximate ratios in Table I. 

This list should now be forwarded for approval. 


TRACING THE SHIP WORK. 


While the list of radiators, coils and ratios is away for ap- 
proval, the draftsman should lay down the lines of the ship. 
This should be done directly on cloth and to any convenient 
scale, the lines being traced directly from the joiner or ar- 
rangement plans. The pilot house and all decks with living 
spaces should be shown, as well as the holds through which 
steam or drain leads may pass. Most drawing rooms also re- 
quire an inboard profile; but the writer does not see the good 
of this, as the pipes, when several appear in a row, cannot be 
shown to scale and must be grossly exaggerated. Cross sec- 
tions would be of much better use and are more appreciated 
by the men who install the work. 

Considerable neatness should be shown in tracing the ship- 
work, though no waste of time should be allowed. Fine lines 
only should be used, The frames at the side of the ship need 
not be shown, but where web frames occur they should be 
drawn in. Steel bulkheads should be shown in single lines; 
wooden partitions in double lines. This is to guide the work- 
men on the ship. All doors and all furniture should be 
shown, as well as all hatches and ventilators. 


FEBRUARY, 1900. 


International Marine Engineering 61 


Where quarters are paneled, it is well to show it for 
general convenience, as pipes must be hidden from view in 
these quarters. The writer finds it good practice to trace in 
the steering gear leads in fine blue lines and to show the 
stiffeners on all steel bulkheads, as well as the knee brackets 
at the sides; also the bulkheads below the deck. The latter 
may be shown in very fine blue lines that will not show up 
on the blue print, as.they are for the draftsman’s use only. 
They save an immense amount of work in running the drains, 
as once they are shown in it is not necessary to refer to the 
steel plans, as would otherwise be the case. Where drawers 
occur under the berth the draftsman should find out how 
much space they will occupy and show them in, and make sure 
that they will clear his heaters. 

The writer remembers very well a time when he failed to 
do this. The heaters were installed very close to the berths 
and before the drawers were in place. The heaters projected 
five inches out from the bulkhead, while the drawers would 
have allowed only four inches. When the joiners tried to 
get the drawers in place (which was almost at the last min- 
ute, before the ship left the yard) the combination would not 
work and twenty-seven drawers went back to the shop to be 
cut shorter and practically made over. 

Thus it will be seen that too great care cannot be used in 
showing or indicating everything that may foul the heaters 
or the leads to and from them. Even the voice tubes and bell 
pulls should be looked into, It takes but little time to do 
this in the office and pushes work wonderfully out in the yard, 
and the draftsman that makes the best showing in this re- 
spect is the man that gets promotion. 


i 
LOCATING THE HEATERS. 


With the ratios approved (we will assume that they have 
been approved and returned by this time) and the ship work 
all traced, we now have a clear course and can go at “full 


speed ahead.” So we draw the heaters to scale in every room, 
simply tracing them from the joiner plan. Most draftsmen 
mark the size and type of each radiator on the plan as they 
go along. This is not good practice, as it is extra work and 
often leads to confusion when changes occur on the plan. 

The simplest and quickest way is to simply label the rooms. 
All necessary information can then be quickly found on the 
list of radiators, coils and ratios, and when a change occurs 
in the size of heaters, it is only necessary to change the list; 
the plan will not be affected at all. 


CIRCUITS. 


The system is usually divided off into circuits as follows: 

Circuit No. 1.—Steam to galley, pantry and sinks and steam 
and drain to bath-room water heaters. 

Circuit No.2—Steam and drain to chart room and pilot 
house, and all rooms on boat deck. 

Circuit No. 3—Steam and drain to first class quarters. 

Circuit No. 4.—Steam and drain to second class quarters. 

Circuit No.5.—Steam and drain to steerage and crew ’S 
quarters. ° 

The lower deck, being all store rooms and holds, would 
not require any heat. 

Steam to these circuits is supplied through a manifold 
(Figure 1), which should be located at a very accessible place 
in the engine room. Steam should be taken from the auxiliary 
steam line at not more than one hundred pounds pressure. 
The reducing valve at the manifold will then reduce from 
one hundred pounds to ten pounds, which is sufficient for the 
average heating system. The relief valve should be the same 
size as the steam-supply valve and should be set at about 
fifteen pounds. 

Sizes of pipes and valves may be made up from the follow- 
ing table, which also determines the sizes of steam and drain 
tappings on the heaters: 


TABLE II. RADIATORS—COILS—RATIOS. 
Cubic Number Square Steam 
DEck. Room. Feet Ratio. of Type. Feet Description. and 
Space. Heaters. | leh, § Drain. 
Inch. 
Boa tyes eayroe ss ois 3 IBGE INOUE ccoccccoccccsocns 825 41 1 Coil 20 11 rows 1-inch brass pipe 64 inches long, over all.. . 4 
(CREWE? RRO) bsccoson0eecadcG 1,352 75 1 A 18 9 square foot sections, horizontal pattern, 2 high... 4 
Captainisjoficessee eee een 1,352 75 2 A 9 Vierticalipattern sty e reece Ghee ere ace 2 
Captains} bath eee eee 348 92 1 A 2 Wierucalépattern yee eee eR Lorene 2 
NG? ONEAP og a000d0c00H0g0006 603 80 1 A (6; 3% square foot sections, horizontal pattern, 2 high. . 3 
2diandt3diofficersseee eee ene 494 82 1 A 6 Werticaltpa term sent eC Cee nenne 3 
@fficers@batheep eee eee rie 348 92 1 A Fa WGC FONTAN, o oga500000200000005000000009006 3 
Promenade......... Smoking room..............- 4,375 104 1 B 42 Oo tee high, 174 inches long, 94 inches wide at 
: Ge aonoco te ad pho oU Go RGa on GORIciTG DEO AEE g 
OG GAMES, g000o000000000 610 87 1 A 7 Merticallpattern nse nencecos oer neon % 
Wireless telegrapher.......... 314 84 1 A Bye \Verticalépa tterneareprc nme rtacl inte oie ine aie cine 3 
Approx. 
20 inside staterooms.......... 493 82 20 A 6 Wiertical ipa tternaryecman teaver iris a etscclecteoe teres 3 
Approx 
16 outside staterooms......... 396 80 16 A 5 Werticaljpatternsemrmeit trerrcitiseee miner ine g 
IMIGIHS HOMNEE.cocoonoaesoc0006 1,018 113 1 A 9 Werticalkpa tternipyy creme Prete nyar eee nace 3 
Wiomen{sitolletaae eer nen rrr 862 115 1 A (By 32 square foot sections, horizontal pattern, 2 high. . g 
iba ther COIs seen 252 70 2 A 3 Vertical Pattern poy ecse cies Saisie eye eloniaie eee z 
Hurricane..........| 1st class dining room......... 7,896 90 2 B 44 ozuinches high, 274 inches long, 94 inches wide at 
EG oandoqon donee oe sono Onn OS On meen a 
2d class dining room........- 11,342 | 90 2 B 63 39 inches high, 30 inches long, 94 inches wide at base 3 
Cabineyayy4 creer rein cnne 5,085 97 2 B 26 oenencs high, 124 inches lone, 91 inches wide at 
EkCuoncoconGpO oS OR ORO > an aetna 4 
26 outside staterooms......... 412 82 26 A 5 Vertical pattern. z 
24 inside staterooms... 345 92 24 A ¢ Vertical pattern. 2 
2 Ist class toilets.. 968 107 2 A 9 Vertical pattern. . 2 
2 Ral GSS tOMGIBE.ooccsccane0 896 119 2 A 7s 3% square foot sections, ‘horizontal pattern, 2 high. . 2 
Arediclassibath seen 293 78 2 A 38t Vertical Pattern ee rncerr atest leone ee es 3 
Main encrcpecscver ec (Crewgsiquarters seep ee reer 2,851 55 il B S2MEra le Circularseeeee rrr saa pres semen eigen: 3 
@taxtermasterseee ee eee 896 55 1 B 16 32 inches high, 10 inches long, 94 inches wide at base s 
Waiterstesy- seen reraniaaen 2,570 100 1 B 26 serinches high, 124 inches long, 9} inches wide at a 
Wogogdud GOSS PRO ROTO OSE E eer raat 4 
IMEI 600000000 p00G00006 3,664 125 1 B 30 popnches high, 124 inches long, gx inches wide at : 
ECDs sooudbopau decom cudunebinoe samo noeecata $ 
Biremen’s mess.............. 638 125 1 Coil 5 9 rows 1-imch pipe 194 inches long over all........ Z 
(GLH NEE sobooo0000000060 638 125 1 Coil 5 9 rows 1-inch pipe 194 inches long over all........ 3 
OVER? WEES 4040000000000 843 125 1 Coil 7 11 rows 1-inch pipe 22 inches long over all........ 2 
Engineers’ bath and watercloset 651 110 1 Coil 6 11 rows 1-inch pipe 194 inches long over all....... $ 
OOKS Ie cea eee statis reels 489 100 1 Coil 5 9 rows 1-inch pipe 194 inches long over all........ 2 
IMessmen ac ar eee ear 489 100 1 Coil 5 9 rows 1-inch pipe 194 inches long over all........ z 
ROTEL 5.4) cose Peto 384 100 1 Coil 33 7 rows 1-inch pipe 194 inches long over all........ 3 
Ist assistant engineer......... 493 100 1 Coil 5 9 rows 1-inch pipe 194 inches long over all........ = 
2d and 3d assistant engineers. 493 100 1 Coil 5 9 rows 1-inch pipe 194 inches long over all........ 5 
ONieonaanobaodconsondeen 618 100 1 Coil 6 11 rows 1-inch pipe 194 inches long over all....... 3 
i 


“A” yndicates flat wall radiators. 


“B” indicates Bundy or Walworth radiators or similar. 


62 


International Marine Engineering 


FEBRUARY, 1909. 


C—O ee eee”: Os asxKXxwm—aeaoeeeeee—————————————— 


TABLE III. 
o- Io square feet heating surface................ $ inch pipe. 
TES SIG) SOPLENKS 1S NERA GUE. o50000000000000 % inch pipe. 
36-— 80 square feet heating surface................ } inch pipe. 


81-175 square feet heating surface................ I 
176-450 square feet heating surface................ 1+ inch pipe. 
451 and above 1% inch pipe. 


This schedule should determine the sizes of all the pipes 
throughout the ship, the size of reducing valve at the steam 
manifold and the drain trap, Before running the steam lines 
it will be necessary to detail the manifold (Figure 1) at 


inch pipe. 


Dei Plue. 
4 


(FROM AQULLIARY 
STEAM. 


y 
0} 

Ss STEAM 
) MAN/FOLD. “ 


yt 


4 JO ‘STEALS 


FIG. 1. 


about 1I-inch scale and locate it so you will have some 
definite place to start from. As soon as this is done the re- 
ducing valve, relief valve and drain trap should be ordered. 
We are now ready to draw in the pipes, paying no attention to 
sizes whatever. 

Steam pipes should run overhead—drain pipes under the 
deck, if possible. Care should be used to avoid water pockets. 
Where such pockets occur, a drain tee must be fitted. All 
pipes should be perfectly accessible and expansion bends put 
where necessary. Where pipes pass through steel decks or 
bulkheads the holes should be carefully located on the plating 
plan and then shown to scale on the pipe drawing. In doing 
this it will often be found impossible to get the pipes through 
where before it seemed an easy matter. A new location must 
be found and thus trouble is avoided on the ship. In the 
crew’s quarters the overhead pipes should be kept otitboard 
as far as possible, to allow for overhead storage of mess 
tables and benches. The drain pipes from the after circuits 
should drain to a manifold in the engine room (Figure 2), 
and those from the forward circuits to a similar manifold in 
the boiler room. From these manifolds a single pipe should 
lead to a trap conveniently located in the engine room, and 
piped as shown in Figure 3. The discharge from this trap may 
lead to the feed and filter tank, or as otherwise directed. The 
writer prefers to connect to the condenser, as it is then pos- 
sible to open the by-pass valve and suck the entire system 
clean and dry before laying it up. The drain manifold should 
be located several feet below the lowest heater and the drain 
trap below the manifold. The drain pipes from the heaters 
to the trap should have a steady drop, and where this can not 
be accomplished, check valves should be fitted to prevent the 
water from backing up into the heaters. 

With the steam and drain lines all shown, the next step is 
to mark the sizes of pipes. This is done by adding together 
the square feet of heating surface of all heaters on each branch 
and obtaining the corresponding size of pipe from Table IIT. 


FINISHING UP THE PLAN. 


Everything is now completed except the notes governing 
the work and a list of reference plans. For the former, each 
shipyard has its own method and it is hard to give a definite 
outline. In general, notes may read about as follows: 


wy 
283 Sow 
xe Q g 9 
12 NEE SS YO 
v9 ES) 58 uy 2 Sk 
Me SSN NEN 
SG -S,, Ske CF Ske CS 
y a 
SY 98 x a8 ee g es 
y S W ~ " 9 5 
ey SS ei ta) fal ih 
Se Qq! my 9 7, iF STANDARD 
% y 8 & N% K (SCREWED END 
Ka H 7AM é GLOSE VALVES. 


NOTES FOR HEATING SYSTEM. 


Pipes and coils in pilot house to be brass,* all other pipes 
wrought iron, standard weight, black.* All other coils 1-inch 
wrought-iron pipe, standard weight, black. Coils fitted with 
return bends. All heaters tested to two hundred pounds pres- 
sure. Valves and manifolds to be* Lunkenheimer regrinding, 
screwed ends, Valves on radiators and coils to be standard 
radiator valves, with wooden-rim hand wheels. Brass fittings 
for brass pipe, cast-iron fittings for wrought pipe. Union 


<| t— 4rom Baths 


Globe 
Va/ves 


70 Trap 7 
Lrgir7e FOoom 


Drain MANIFOLD. 
FIG. 2. 


» 72 CONDENSER 
AND OVERB'D. 


couplings to be ground joint. All fittings taken from stock. 
Heaters to be made up as per list of radiators, coils and 
ratios. 

Reducing valve ordered on requisition number. 

Relief valve ordered on requisition number. 

Drain trap ordered on requisition number. 

Steam gage taken from stock. 

Where heaters are secured to woodwork, the same to have 
a sheet-iron plate fitted one inch from woodwork for fire 
protection. 

Drip pans fitted under radiator valves. 

Pipes passing through wooden decks or bulkheads to be 
thimbled with lead, and where they pass through water-tight 
decks or bulkheads to be made water-tight. 

Leads of pipes and location of heaters are only approxi- 
mate and must be run to best advantage on the ship. 


REFERENCE PLANS. 


Arrangement boat and promenade decks. 
Arrangement hurricane and main decks. 
Arrangement stanchions. 

Arrangement steering gear leads. 


* It is assumed that this material is not governed by specifications. 


FEBRUARY, I909. 


Arrangement drainage and deck piping. 

Arrangement ventilation. 

Arrangement voice pipes and bell pulls. 

Arrangement electric wiring. 

Ladders and gratings in engine room. 

Ladders and gratings in boiler room. 

Piping in engine and boiler rooms, elevation. 

Piping in engine and boiler rooms, sections. 

The plan is now complete in every detail and may be sent 
away for final approval. As the list of radiators, coils and 
ratios is already approved, the standard radiators may be or- 
dered at once, just as they are described on the list. The list 
contains all the information the manufacturer needs and will 
do away with all confusion and unnecessary work. Without 
this list it would be almost impossible to get the heaters to 
fit. The coils can be made up from this same list in quick 
time and the piping ordered, and, when the plans are returned 
approved (or with very slight changes), everything will be 
ready for installation and there is no possible excuse for 
delay. There will be no trouble for the draftsman with 
heaters that are too long or too high, or pipes that foul other 
work, and the draftsman can work in peace on his next job 
and forget all about the heating system he has just completed. 


THE DEVELOPMENT AND PRESENT STATUS OF 
THE EXPERIMENTAL MODEL-TOWING BASIN. — 
/ BY H. A. EVERETT, S:. B: 
/7| 
The Tank at the Yards of Wm. Denny & Bros., Dumbarton. 

The oldest private tank in the world, and probably the one 
with the largest accumulation of merchant ship data in ex- 
istence, was built upon the suggestion and under the direc- 
tion of Mr. Wm. Denny, 1882-1884. As may be seen from 
the cut (Fig. 4), the carriage has a very small span (4 feet) 
and travels along tracks suspended from the trussed roof. 
As the carriage is a light wooden one (about 1,100 pounds), 
with the recording instruments small and compact, the original 
method of driving the carriage is still retained, which consists 
of a rope attached to the carriage and wound up on a drum 
by a steam engine at one end of the tank. Needless to say, it 
is essential in any tank that is to attempt accurate work that 
the towing speeds of the carriage must cover an extensive 
range, and be absolutely constant on each speed. Apparently 
this especially designed engine gives satisfactory results for a 
carriage as light as this one, as there is no intention of sub- 
stituting the electric drive as adopted in the newer stations, 
and speeds up to 1,200 feet per minute are obtained. 

The general method of preparation and material of the 
models is practically the same in all the European stations, 
though the length (here 12 feet) varies somewhat, and can 
be described once for all. The models are of paraffine, 
toughened by a small amount (1 percent) of beeswax,® cast 
approximately to the form of the hull and finished to exact 
shape later. 

A rectangular tank, larger than the over-all dimensions of 
the models, is first filled with modeling clay, and by means of 
molds of the transverse stations or frames, a hollow is 
scooped out, having the form of the outside of the hull plus 
the thickness allowed for finishing down. (See Fig. 5.) A 
core of light wooden strips is made, also to the form of the 
model, but smaller by the thickness the casting is to have, 
usually from 2 to 3 inches. This core is covered outside with 
cloth and plastered inside with clay to make it impervious to 
the hot paraffine. Fig. 5 shows the tank with the mold 


8 Pure paraffine shrinks very considerably on cooling, so that it cracks 
and tears away from itself. ‘The beeswax minimizes this and makes the 
casting less brittle and less liable to chip when put through the cutting 
machine. 


International Marine Engineering 63 


scooped out and with the core model ready to go in. Next, 
the core model is suspended in place, and the paraffine run 
into the space between the core and the mold; at the same time 
water is filled into the inside of the core to counteract the 
hydraulic pressure of the paraffiine and to aid in cooling.’ 


FIG. 4.—INTERIOR OF TANK AT WM. DENNY & BROS.” 


When sufficient paraffine has flowed in, the stream is almost 
entirely shut off. A small amount is still allowed to trickle 
into the pot hole to make up for loss by shrinkage. When 
the surface of the paraffine has solidified enough to withstand 
pressure, the head of paraffine in the pot hole is increased, to 


FIG. 5.—CLAY CASTING MOLD WITH FORM SCOOPED OUT AND CORE 
READY TO GO IN. 


provide an automatic supply to balance shrinkage. The 
model is then left to cool, which takes from 15 to 24 hours, ac- 
cording to size, the core taken out and the top of the model 
leveled off perfectly flat, the tops of the casting-box sides 
serving as guides. Wooden members are fitted to the model 
to strengthen it and provide an attachment for the towing 
mechanism. A small depression is made on the surface of 


® The depths of the two liquids are maintained inversely proportional 
to their densities, to prevent deformation of the core. 


64 International Marine Engineering 


FEBRUARY, I900. 


the clay next the side of the model, and water is fed into 
this from a hose, the water percolates between the clay and 
the model and soon the model is started from its bed by the 
buoyancy of the water, thus obviating the danger of breakage 
in starting the model from the mold and permitting ready 
attachment of the slings for transferring the model to the 
cutting machine, Fig. 6. x 

To shape a model accurately it is placed, bottom up, on the 
bed of a machine in which a pair of revolving cutters, one 
on each side of the model, cut out on its surface a series of 
level lines whose contours are precisely similar to the level 
waterlines on the drawing of the ship whose model is under 
treatment, Fig. 6. This machine was designed by William 


FIG. 6.—DIAGRAM OF FROUDE’S MODEL CUTTING APPARATUS. 


Froude, and, with some modifications suggested by his son, 
is practically in universal use where paraffine is used for 
models. It is similar to a planer, in that it has a flat bed 
carrying the model, keel up, moving backward and for- 
ward. There are two swiftly revolving (1,500 revolutions per 
minute) two-blade cutters constrained by a pantograph link- 
age to move apart or together as guided from the side of the 
machine. (See Fig. 6.) A tracer disc is offset to this side 
and has the same transverse movement that the guiding 
wheel gives to the cutters. A plan of the waterlines on a 
side table travels back and forth under the tracer disc with 
the same motion that the model has. It is the duty of the 
operator to keep the tracer disc in contact with the plan of 
the waterline being cut, and if he does so the waterline is 
transformed to the model as the bottom of the groove cut. 
All the waterlines are cut in this way, beginning at the center 
and cutting toward the ends. A section through the model, 
when the machine has finished with it, presents the appear- 
ance of a series of steps, the inner angles of which repre- 
sent the true form. (See Fig. 7.) The waterlines are about 
Y% inch apart at the bilge to 1 inch apart at the gunwale for 
a 12-foot model. 

The model is then taken from the machine, the excess-ma- 
terial, 7. e., the paraffine ridges, cut away, the model faired 
down to the horizontal waterline grooves and finally polished 
with rags. The details vary in every yard, but the above is 
the general method. 

In the Denny tank at the north end are the general offices, 
drawing room, molding room (containing the modeling ma- 


chine and casting boxes), a small machine shop and the finish- 
ing room, where the models are brought down to the lines. 
At either end of the tank are the small docks. The air in 
the building is heated by hot-water pipes along the sides, and’ 
the tank water (fresh) is supplied from the town mains 
(Dumbarton). All models are made of paraffine, except some 
light draft paddle boats, which are made of wood. 

In the molding room there are two casting boxes large 
enough to take models up to 20 feet. There are three cast- 
iron tanks in which the paraffine is melted, the uppermost being 
used for cleaning the parafine, which has accumulated dirt by 
melting it with water, which allows the dirt to fall as a 
sediment, while the clean wax is drawn into the boxes below. 
Here also is the model-cutting machine. The station is under 
the direction of Mr. Leslie Denny. 


The British Admiralty Tank at Haslar (near Portsmouth). 


In 1885, when the land occupied by the Torquay tank was 
needed for building purposes, a new tank was constructed by 
the Admiralty at Haslar, near Portsmouth, from the designs 
of Mr. R. E. Froude, son of Wm. Froude. Mr. R. E. Froude 
had worked in conjunction with his father in the Torquay 
tank up to the time of the latter’s death, and the new tank 
embodied the improvements which experience there had shown 
desirable. The carriage has a span of about 20 feet, and, to 
give it the necessary rigidity, it is made a built-up girder of 
wood in the form of hollow boxes cemented and screwed to- 
gether (Fig. 2 shows it in diagram). It is drawn by a wire 
rope, wound upon a drum by a steam engine as described for 
the Denny tank, though there is some thought of applying 
electric traction. The carriage speeds range from 100 to 800 
feet per minute, and an extreme speed of 1,200 feet can be 
obtained. The models are of paraffine, about 14 feet being the 
standard length, and an allowance of 1% inch on thickness is 
customary for finishing down. When first installed, the longi- 
tudinal vibrations of the wire rope proved troublesome, as 
the car was considerably larger than those previously con- 
structed, but the interposition of a hydraulic cylinder and 


The Shaded Midges 


Gre Seraped Away 
hy Hand 


FIG. 7.—CROSS SECTION LEFT BY MODEL CUTTING MACHINE. 


piston in the cable eliminated this. Here, as in all tanks using 
parafine models, the models are submerged when not in use, 
to prevent change of form. The basin itself is 400 feet long 
by 20 feet broad by 9 feet deep, of concrete, and rectangular 
in cross-section, with a clear run for the carriage of about 
360 feet. In addition to the regular model apparatus, a wave- 
making device has recently been installed in order to investi- 
gate the action of ships when propelled among waves. This 
tank occupies the same position of pre-eminence with regard 
to warship information and data that Denny’s does with re- 
gard to merchant work. It is under the direction of Dr. 
R. E. Froude, and its contributions to the scientific literature 
of naval architecture, with those of its prototype at Torquay, 
have probably advanced this branch of science more than any 
other one thing in the past thirty-five years. 


FEBRUARY, 1909. 


The Tank of the Italian Government at Spezia, Italy. 


The Spezia tank, with the two just described (Denny’s and 
the British Admiralty—if we consider the Torquay and its 
successor at Haslar as one), may be said to constitute the 
pioneer trio among tanks and the ones having at hand the 
greatest store of information. As a person’s value increases 
in proportion to his experience, so does that of a well-con- 
ducted tank increase with its life. This tank (Fig. 8) was 
commenced in 1887 upon the recommendation of Mr. S. E. 
Brin, then Minister of the Marine, and was modeled upon 
that existing at Haslar, with the consent of the British Ad- 
miralty. The tank was completed and began operations in 
1889; and though primarily for the Italian Government, it is 
frequently used for mercantile vessels by the principal Italian 
shipbuilding firms. The Governments of Austria-Hungary, 
Portugal and Germany have had naval work done here; 


FIG. 8.—INTERIOR OF ITALIAN BASIN AT SPEZIA, ITALY. 


though since the latter country has had similar establish- 
ments within its own borders it has relied upon its own re- 
sources. 

The tank proper has a length on the water of 538 feet, 
with a free tow of 480 feet. It is 19.7 feet broad by 9.9 feet 
deep, approximately rectangular in cross-section and built of 
concrete (Plate II.). It has a light wooden roof over it, and 
the rails for the towing car are laid along the top of the 
sides of the concrete tank. The carriage, very similar to that 
at Haslar, is of wood, in the form of two vertical trusses 
basing on the horizontal frame work that is carried by the 
four wheels (Figs. 2 and 9); it is 26.25 feet long by 22 feet 
broad (span) by 7.2 feet high. The apparatus for propeller 
work is on this carriage, with the hull apparatus, instead of on 
a separate car coupled to it, as in some of the earlier tanks. 
The winding engine is stationary at the head of the tank and 
is controlled from a platform nearby; this is capable of giving 
the car any speed up to I,000 feet per minute. The propeller 
mechanism (Froude’s pattern) is capable of testing as high as 
quadruple screws, and the model propellers themselves are 
made from large-sized drawings photographically reduced to 
the desired scale. Wooden patterns are used for casting, 
instead of the plaster of paris “swept up” mold of the British 
tanks. This tank, next to that at Washington, has the highest 
average temperature, single days sometimes as high as 95 
degrees F. Vegetable growth in the water gave some trouble 
until sulphate of copper (1 :300000) was tried with entire suc- 
cess. For scumming the surface of the tank, a wooden bridge 
spanning the tank in a zig-zag line is drawn from end to end. 
Much of the data of this tank have been published in a book 
by Lieutenant-Colonel G. Rota, “La Vasca,’ per “Le Esper- 
tenza di Architettura Navale.” 


International Marine Engineering 65 


DEE 


Tank of the Russian Government near St. Petersburg. 


Shortly after the completion of the Italian tank, the Rus- 
sian Government established one very similar near St. Peters- 
burg, which began operations in 1893. This tank is 440 feet 
extreme length, with a clear run for the carriage of 374 feet 
(Plate I.). It is modeled closely after that at Haslar, and 
is of concrete, with a breadth of 21.8 feet and a depth of 
11 feet. The models are of paraffine, 12 feet long, and the 
carriage for towing spans the tank and travels on rails along 
the sides. The propeller and resistance apparatus are 
modeled after those at Torquay and are of the regular 
Froude type. 


United States Government Tank at Washington, D. C. 


The tank of the United States Government (Fig. 10) 
at Washington was completed in 1899 and contains several 
novel features wherein previous practice has been radically 
departed from, chief of which are the making of the models of 
wood instead of paraffine and the increase of the standard 
model length to 20 feet, the reasons for which will be given 
later. The tank itself (See Plates I. and II.) is 470 feet 
long by 42.7 feet wide on the water surface by 14.7 feet deep, 
and the carriage, which has a span of 47.5 feet, is of steel, 
the heaviest (70,000 pounds) of any tank yet built.” The 
building over the tank is 500 feet by 50 feet, heated by hot 
air in winter, and is provided with an automatic device for 
opening and closing the windows to maintain a constant 
temperature. The cross-section of the tank (Plate I.) has 
sloping sides with flat tops, and just below the surface of 
the water on each side are placed steel troughs about 12 
inches square (not shown in the cut) to serve as waves ab- 
sorbers. The carriage (Fig. 10) is of built-up steel girders, 
electrically driven by four motors connected to the 30-inch 


FIG. 9.—TOWING CARRIAGE AT SPEZIA. 


driving wheels, and especial pains were taken in the electrical 
arrangements to secure uniform speed for the carriage. The 
carriage speeds range from 2 feet to 2,000 feet per minute. 
The high temperature prevailing at Washington at certain 
seasons of the year made the use of paraffine for models out 
of the question; and after investigation, wood (white pine) 
was decided upon. Naval Constructor D. W. Taylor, who is 
in charge of the tank, speaks of the relative advantages and 
disadvantages as follows (The United States Experimental 


Model Basin, Proc. Soc. N. A. and M. E., 1900): “Wood 
retains its shape better. Wood is many times stronger.” But 
“Wood is more difficult and expensive to fashion. Wooden 


models are harder to keep tight. Wooden models are harder 


_ 10The carriage was purposely made very heavy, to minimize slight 
irregularities in speed by the fly-wheel effect its momentum would have. 


66 International Marine Engineering 


FEBRUARY, IQ09Q. 


to give a uniform surface. The first and second objections 
have been practically overcome by the adoption of special 
machinery, and the third by using a special varnish to finish 
the models, which gives a surface practically uniform.” The 
increase of the standard model length was adopted to de- 
crease the gap which the laws of similitude must bridge be- 


thickness of the model, when cut, will not be less than 2 
inches. A “former” model (Fig. 12) is built of templates cut 
to the form of the transverse stations and planked with a skin 
of strips of wood which has the exact form the model will 
have. The former model and the block to be cut are placed 
in the cutting machine (Fig. 14), and the moving of a guide 


FIG. 10.—INTERIOR OF U. S. GOVERNMENT TANK AT WASHINGTON. 


tween the model and the actual ship; and with wood for the 
model material, 20-foot models could be made amply strong, 
and the basin and towing carriage are larger than preceding 
tanks in proportion. 

The wooden model-is cut from a block built up of white 
pine lifts about 2 inches thick, glued together (hot) under 
hydraulic pressure and so proportioned that the minimum 


Motor for 
Bracket H. 


Body of 
Towing Carriage, 


acorn 
Bevel Gear and Shaft 
to Drive Record Drum 


< Direction of Carriage 


FIG. 11.—DIAGRAM OF APPARATUS FOR RECORDING MODEL RESISTANCE 
AT WASHINGTON. 


wheel along a transverse station guides the cutting saw along 
a similar path on the block model. The excess material is 
knocked away and the cuts brought exactly to form by the 
substitution of a rotary cutter for the saw. The model is 
then finished by hand, varnished and measured (Fig. 13), 
and from these final measurements a body plan is drawn and 
compared with the original to make sure of its accuracy. 

The water for the tank is supplied from the Washington 
city mains and is treated with alum, before entering the tank, 
to coagulate the mud, after which it passes through sand 
filters: The capacity of the tank is 1,000,000 gallons; it can 
be emptied in 4 hours and filled in one week, as the filtering 
takes considerable time. The tank is scummed by a 4-inch 
centrifugal pump from the side tanks. 

The resistance-recording apparatus on the carriage is quite 
different from the Froude apparatus previously described. 
The model is towed from the spring S$ (Fig. 11) attached to 
the movable bracket H, which carries the recording pencil F 
on the arm G. The motor M automatically forces the bracket 
H{ forward, when a pull is applied at R, until the spring draws 
the pencil E connected to its after end by the linkage E DA B 
back to its initial or zero position; and always the deflection 
of the spring or its equivalent, the pull of the model, is shown 
by the distance between the lines drawn on the drum by the 
two pencils E and F. The motor moves the bracket H by 
means of a worm and wheel J, turning the screw K. On 
either side of the towing cross-head at the after end of the 
spring are the contacts P, and P, by which the motor is con- 


- trolled automatically; and as the distance between them is 


FEBRUARY, 1909. 


slight, the line traced by the pencil E& is practically a straight 
line. 

The propeller-recording apparatus is also quite out of the 
ordinary run and consists of a transmission dynamometer. 
driven by an electric motor for determining the power de- 
livered to the propeller shaft, a traction dynamometer for 
determining the pull exerted by the propeller, and a revolu- 


FIG. 12.—“‘FORMER’’ MODEL UNDER CONSTRUCTION. 
FIG. 14.—MODEL CUTTING MACHINE, WITH 


tion counter with a break-circuit chronometer for speed and 
time records. The first two are carried in a scow-shaped boat, 
rigidly attached to the towing carriage, and are in line with 
the propeller shaft.* 


The Tank at Cornell University, Ithaca, N. Y. 


At Cornell University a station of minor importance was 
established about 1900 by utilizing a section of the canal of 


4 For detailed description of this apparatus, see Proc. Soc. N. A. and 
M. E., 1904, p. 115. 


International Marine Engineering 67 


the hydraulic laboratory. This tank is 340 feet long by 16 
feet wide by 10 feet deep, and is provided with water from 
the reservoir above through double shut-off gates and an 
intermediate lock or measuring chamber. The carriage spans 
the canal and is electrically driven by one 15-horsepower 
motor at speeds from 100 to 600 feet per minute. Most of 
the work done here has been with propellers, upon which ex- 


FIG. 13.—APPARATUS FOR MEASURING THE FINISHED MODEL. 
“FORMER” AND MODEL IN POSITION. 


tensive experiments have been carried out by Prof. Durand. 
The tank is not roofed over. 


(To be continued.) 


Theoretically, an increase of vacuum from 24 to 28 inches 
should increase the power developed from 1 pound of steam 
by about 18 percent. With some types of turbines it is 
claimed that the actual gain is very nearly equal to the 
theoretical gain, but in common practice a reduction in the 
steam consumption of about 17 percent may be expected. 


68 


International Marine Engineering 


FEBRUARY, 1900. 


A LARGE SEA-GOING TUG. 


With one exception the new steel ocean-going tug Mary 
F. Scully, built and engined by the Staten Island Shipbuilding 
Company, Port Richmond, N. Y., for Scully’s Towing & 
Transportation Line, New York, is the largest tug afloat. 
She is 180 feet long over all, with a molded breadth of 30 feet 
and a depth to the lowest point of sheer of 19 feet 3% inches, 
The mean designed draft is 15 feet 9 inches. With a bunker 
capacity of 500 tons of coal, she has a steaming radius of 
5,000 miles. Although built especially for service on the 
Atlantic coast, she is capable of voyaging to any part of the 
world without regard to weather conditions. For a distance 
of 37 feet aft from the stem, the sides of the boat are carried 
up to the level of the top of the deck house. Thus a forecastle 
deck is formed, which is a continuation of the upper deck, 
giving efficient protection for the boat in the heaviest weather. 
The space thus closed in forward of the deck house is utilized 


brackets, 18 by 18 inches. The main deck stringer is of 
15-pound plate throughout the length of the ship. The lower 
deck stringer is of 14-pound plate, 16 inches wide, fastened to 
the shell by 3-inch by 3-inch by 7-pound angles, and reinforced 
at the inner edge by a 5-inch by 3%4-inch by 12-pound angle, 
and at the inside edge of the frames by the same size angle-bar. 
Solid floors, 20 inches wide, of 16-pound plate, are fitted on 
every frame. In addition to a center keelson, built of 15-pound 
plate, 25 inches wide, reinforced by four angle bars, 4 
inches by 4 inches by 9.8 pounds, and a 16-pound rider plate, 
there are two side keelsons of 16-pound plate, reinforced by 
double angles above the floors, 3% inches by 6 inches by 11.6 
pounds. The bilge keelsons consist of double angle-bars, 3% 
inches by 6 inches by 11.6 pounds. 

The general arrangement of the boat provides quarters for 
the crew on the lower deck forward, and for the stewards and 
oilers on the lower deck aft. On the main deck forward are 
the galley and mess room, while the chief engineer and assist- 


STEEL 


for the windlass, lamp room, paint lockers, stowage of cables, 
etc. 

The hull is built of mild open-hearth steel, and is fitted with 
bilge keels, consisting of bulb angles 3% by 9 inches by 22 
pounds, reinforced with 3-inch by 3-inch by 7-pound angle- 
bars. The bar keel is 2 inches by 8 inches, and is fastened 
directly to the garboard strakes. The frames consist of 
3-inch by 4-inch by 8!4-pound angle-bars, spaced 20 inches 
apart throughout the length of the boat. Partial intermediate 
frames are fitted forward for a distance of 36 feet abaft the 
stem. The reverse frames extend alternately to 6 inches above 
the bilge keelsons, and to the under side of the main deck 
beams. Those in the engine and boiler rooms and coal bunker 
spaces are doubled from bilge keelson to bilge keelson. Web 
frames, built of 14-pound plate, 16 inches wide, reinforced on 
the inner side with double angles, 3 inches by 3 inches by 6 
pounds, and secured to the lower deck stringer by diamond 
plates, 30 inches by 30 inches by 15 pounds, are fitted as fol- 
lows: Two in the engine room, two in the athwartship coal 
bunker, and three in the boiler room. The main deck beams 
are of 3!4-inch by 6-inch by 13.4-pound angles amidships, and 
34 inches by 6 inches by 11.6 pounds at the ends. The lower 
deck beams are 3!4-inch by 6-inch by 11.6-pound angle-bars, 
fitted on every alternate frame. The main deck beams are 
joined to the shell by 16-pound brackets, 18 by 22 inches, and 
the lower deck beams are joined to the shell by 16-pound 


OCEAN-GOING TUG MARY F. SCULLY. 


ant engineer are quartered on the main deck just forward of 
the engine room. In the after end of the deck house are two 
spacious staterooms for the owners. The engine and boiler 
rooms are separated by a large athwartship coal bunker capable 
of carrying 360 tons. In addition to this there is an additional 
athwartship coal bunker in the deck house with a capacity of 
70 tons, and wing bunkers in the boiler room with an ad- 
ditional capacity of 70 tons. Three coal hatches are provided 
on top of the deck house, each ro feet by 3 feet. A tunnel has 


‘been built through the deck-house coal bunker, giving a means 


< 


of communication from the forward to the after part of the 
deck house. A similar tunnel through the main athwartship 
coal bunker provides a passageway from the engine room to the 
boiler room, so that any part of the boat may be reached with- 
out the necessity of going out on the deck. This is a feature 
which has never before been incorporated in a tugboat, and it 
is one which will undoubtedly prove of great value to the 
officers and crew, especially in cold and stormy weather. 

The propelling machinery consists of a three-cylinder, triple- 
expansion, inverted marine engine, with cylinders 17, 27 and 
45 inches in diameter by 36-inch stroke. The high-pressure 
and intermediate cylinders have piston valves, and the low- 
pressure cylinder a double-ported slide valve. All valves are 
operated by Stephenson link motion. The crank shaft is of the 
built-up type with steel shaft and pins, 93 inches in diameter, 
and cast steel webs. The thrust shaft is 9 inches in diameter, 


FEBRUARY, 1909. 


Coal Hatch 


International Marine Engineering 


69 


Pres Wilton Tank 


2309) Gals. 86)fon 


LI L.W.D. 
Scotch Boiler = 


Fresh Water Tank 
i 


{| 
646°Dia.x 1244)" ! 

mex To | [Water Tank 
1040x'640"Di i 


Wing hidkers 


90 


70 Tons |} 38 


10. 


59. 
WF. 


Ww.T 
: al 
jompanionwa) 


Hatch 
ni 


fOwer’s 4 
Stateroom <j 
accor ———] SJ 
Y 


Leqker-[O) 
ee 


Ower’s 
Stateroom 


mic] 


fe 


INBOARD PROFILE AND GENERAL ARRANGEMENT OF THE MARY F. SCULLY. 


with nine thrust collars; the thrust block is of the ordinary 
horseshoe type. The propeller shaft is 10 inches in diameter, 
with composition sleeves at the stuffing-box and stern bearings. 
A sectional propeller wheel, 10 feet 6 inches diameter by 13 
feet 9 inches pitch, is fitted, having a cast iron hub and cast 
steel blades. The main engine is designed for an indicated 
horsepower of 1,200, to give the boat a maximum speed of 
13 knots. 


134’ Galy. Iron Pipe 


1'Galv. Iron Pipe 


Steam is furnished by one Scotch boiler, 16 feet 6 inches in 
diameter and 12 feet long. The total heating surface is about 
3,695 square feet, and the grate area 101 square feet, making 
a ratio of heating surface to grate area of 36.5 tor. The work- 
ing steam pressure is 180 pounds per square inch. There are 
four Morison corrugated furnaces, 44 inches inside diameter. 
Under ordinary conditions the boiler is to be run under 
natural draft, though, when necessary, forced draft may be 


Coal Hatches 


No.2 Canvass 


/.10'0"x 2/0" 
"Carlin 214"x 2” 


Stringer 8x10” 


ey 3"x 3"x 34" Clip 

{ 123¢"x 16” Coaming 
Main Deck Stringer 
15° Throughout 


18/0" Extreme width 


Bulb Ridge Bar 


18"x 22"x 161+ For’d and Aft. 


3"x 3"x77 i 
7"x 8'White Oak. 2, Dia Solid 
3°x 3"5 711 Web Frames 2 


| 

|16"Wide 147Plate 

Double Face Angles 3"x 3"x 6% 
Diamond Plates 30”x 30x15” 


” 0 4 
BE x 6x 11.6" Angle 


Torte 434"% 28 Tee 


7 


No 2 sg bal ; 6x 236 x5 
9"x 9"x 1216" 5 
15” Light 
3"x 3"x 6.1% 5x 13" White Oak 
Cz 


| 
to heel of Dk. Angle 

'94"x 15’ Center Tie Plate 
in Coal Bunker 


3"x 3"x 6.1" 


12” All For’d 
and Aft. 


noon 
6 x 34 Bar 


Note:-Center Line Steel Bulkhead 
in cross Bunker, between top df Tunnel 
and Main Deck center tie plate) 


1\ 


Plating 1214" Stiffeners 3"x 3 


7'x 414"x 237 Tee Bulb 


Stanchions 214” 
Dia.Solid 
For’d and Aft, 


814" x 9"x 22 Bulb Angle 
3"x 3"x 7" Angle 


———S 
On alternate frame] |] 
12"x 16"x 12,57 

18"x 18"x 12.57 


3x3 x61 


| 


fisag x Sts’ x 8,62 


Side Keelson: 
16% Plate 


7 
Plate 26’ x 15! Int. — 
Four angles 4"x 4"x 9.87 
Rider Plate 16 * 


MIDSHIP SECTION OF THE MARY F. 


Floors 20"x 
346" x 346" x 8,5 


e 


SCULLY. 


70 International Marine Engineering 


FEBRUARY, I909. 


used, as a blower of the Sirocco type, driven by a steam tur- 
bine, is provided to furnish air under the grates. The air is 
heated by being drawn from the upper fire room up between 
the inner and outer shells of the stack on one side and down 
on the other side. A division plate between the two stacks 
directs the air along this path. From the stack the air is 
forced down around the up-take into the ash pit. 

Besides the main boiler there is a donkey boiler, of the 
vertical tubular type, 68 inches in diameter and 12 feet high, 
designed for a working pressure of 100 pounds per square 
inch. This boiler is located in the lower fire room. 

The auxiliary pumps are all of the Blake pattern, as follows: 

One air pump, 7% by 15 by 10 inches, vertical, single-acting, 
twin beam. 

Two feed pumps, 8 by 5 by 12 inches, horizontal, simplex 
piston type. 

One fire pump, 12 by 8% by 10 inches, horizontal, duplex 
piston type. 

One bilge pump, 6 by 4 by 6 inches, horizontal, duplex piston 
type. 

One sanitary pump, 4% by 334 by 4 inches, horizontal, 
duplex piston type. 

The circulator was made by the Staten Island Shipbuilding 
Company, and is of the centrifugal type, with an 8-inch dis- 
charge, direct connected to a 6 by 6-inch engine. The con- 
denser is independent of the engine, and consists of a cylin- 
drical shell containing 34-inch tubes, with a total cooling 
surface of 1,600 square feet. A 5 by 5%4-inch Williamson 
combined steam and hand steering engine is located on the 
main deck under the pilot house. Besides a Hyde No. 3 
windlass, there is a Hyde steam gypsy head, operated by an 
8 by 8-inch double engine. 

The vessel is lighted throughout by electricity, furnished by 
a 10-kilowatt General Electric generator, direct connected to a 
single-cylinder engine in the engine room. Besides about 
ninety-five incandescent lamps, there is an 18-inch Rushmore 
searchlight installed on top of the pilot house. 

The main towing bitts are built of steel tubes about 18 inches 
in diameter, and extend through the main deck to the lower 
deck. These are exceptionally heavy in order that the boat 
may handle the largest tows. 

After undergoing her trials successfully the boat was placed 
in commission, and has made one trip from New York to 
Norfolk to .the complete satisfaction of her builders and 
owners. 


STEAM WHISTLE TROUBLES. 


BY DRAZIT. 


From time to time we are called upon to face the problem 
of how to keep the whistle pipe clear of water; and so make 
that very important unit in a steamer’s equipment as efficient 


Taxe, ab, 


as every shipmaster has a right to have it. I suppose nearly 
all engineers have to deal with this problem at some time or 


other; and perhaps a few of my own experiences may be use- 
ful to some brother engineer who has not been able to solve 
the problem satisfactorily. 

My first experience was in my first ship, and for some time 
after I joined her it was a case of stand clear when the 
whistle was blown. The cure was only effected by chance, 
through taking steam for the steering engine from the whistle 
pipe, instead of from the auxiliary pipe line, to allow winch 
steam to be shut off at sea. Since the ship was hard to steer, 


FIG. 2. 


the steering engine was kept busy and it in its turn kept the 
whistle pipe dry. ; 

Case No, 2 was to us a bit of a poser and caused a con- 
siderable amount of trouble before it was cured, since with 
two steamers having practically the same arrangement of pip- 
ing, etc., one whistle worked with thoroughly dry steam, while 
the other did not. Both boilers have domes with the whistle 
pipe connected as shown in Fig. 1, with this difference: the 
dry-working whistle had a plain plug cock on the boiler end 
of the pipe, while the wet whistle had a valve; and a good 


FIG, 3. 


deal of experimenting was done before it was decided to try 
a cock instead of a valve on the wet whistle; and when to the 
relief of all concerned a cure was effected, we started to hunt 
round for the cause of the difference. We finally came to the 
conclusion that with the valve the water of condensation 
gradually accumulated until a water seal was formed on the 
line AB, in Fig. 1, the pipe afterwards gradually filling. 

Case No. 3 was a very bad one also. The spindle of the 
valve was made some 3 feet in length, reaching through the 
top of the deckhouse, so that whistle steam could be shut off 
from the deck, but of course this did not stop the hot shower 
when it was necessary to give a blast. In this case also a cock 
was put on instead of a valve, and although a very great im- 
provement was the result, it was noticed that a small quantity 
of water came with the first blow. On examination it was 
found that the horizontal piece of pipe had a dip in it at the 


FEBRUARY, 1909. 


International Marine Engineering 71 


normal trim of the ship, as shown in Fig. 2; and when the 
bend was opened out and the whole coupled up, as shown in 
Fig. 3, a complete cure followed. 

I do not think a patent drain at, say, midpoint between the 
whistle and boiler is of any use if the piping and valve on the 
boiler are not arranged so that water cannot lodge in them. 
They must drain into the boiler, and in this case the patent 
drain would not be required. My advice to any reader who 
has a troublesome whistle is, change your globe valve for a 
plug cock on the boiler end of the pipe, then see that your 
pipe has a good fall all the way from the whistle to the 
boiler, at the usual trim of your ship, With these conditions 
fulfilled, I think a cure will result. 


divided into sections and refrigerated by brine pipes, which, 
under control, enable variations of temperature to be obtained 
suitable to various classes of perishable cargo. The remainder 
of the insulated space is cooled by air driven through coil 
rooms, which are kept at a low temperature by the expansion 
of compressed ammonia in pipes attached to the bulkheads. 

The vessel has five cargo hatchways, each fitted with power- 
ful cargo gear with a great outreach over the ship’s side, so 
that cargo can be discharged direct into the trucks without 
intermediate handling on the deck. A large steel derrick is 
fitted at one of the hatches, so that heavy weights can be 
handled without the necessity of bringing the ship alongside 
large cranes on shore. 


LAUNCH OF THE OTAKI. 


2 


A NEW TYPE OF TURBINE STEAMER. 


BY BENJAMIN TAYLOR. 


The triple screw steamer Otaki, built by Messrs. William 
Denny & Bros., Dumbarton, for the New Zealand Shipping 
Company, Ltd., of London, is the first merchant vessel to be 
equipped with a combination of reciprocating and turbine en- 
gines. This arrangement of propelling machinery is not 
intended for high speeds, but to effect economy in the opera- 
tion of slow-speed cargo steamships. The idea of securing 
economy in medium-speed vessels by combining the recipro- 
cating engine with the turbine engine, is the conception of the 
Hon. C. A. Parsons, of the Parsons Marine Steam Turbine 
Company, Ltd. The only previous vessel of this type was the 
destroyer Velox, in which reciprocating engines were fitted at 
the forward end of the turbines, to be connected up when low 
speed was desired. In the case of the Otaki, two sets of 
reciprocating engines, with cylinders 2414, 39 and 58 inches 
diameter and a stroke of 39 inches, have been installed, driving 
the wing screws as in ordinary twin-screw vessels. Between 
these engines a large-sized low-pressure turbine has been 
placed, connected to the center screw. The steam is passed 
first through the reciprocating engines, and then goes to the 
low-pressure turbine, where the expansion is completed. By 
this arrangement the high-pressure steam is used in recipro- 
cating engines and low-pressure steam only in the turbine. 

The turbine revolves only in one direction, and can, there- 
fore, be used for propulsion only when the vessel is going 
ahead. Change valves are fitted so that the steam may be 
passed either directly from the reciprocating engines into the 
condenser, or to the low-pressure turbine. Thus in maneuv- 
ering the vessel becomes an ordinary twin-screw steamer. 

The Otaki is 464 feet 6 inches long with a breadth of 60 
feet and a depth of 34 feet. She is primarily intended for the 
frozen meat trade from New Zealand, and for this purpose the 
entire forward part of the vessel in the holds and lower 
‘tween decks is insulated. One of the ’tween deck spaces is 


Although not intended primarily for passenger service, the 
Otaki has a Board of Trade passenger certificate, and a few 
roomy and well-ventilated cabins have been provided for 
passengers. These accommodations, together with those for 
the superior officers, are situated on the bridge deck, while 
those for the junior officers are situated on the deck below. 

The Otaki is an exact replica of two ships now in service 
for the New Zealand Shipping Company, Ltd., with the ex- 
ception of the propelling machinery. Comparing the results 
obtained on trials of her sister ship, the Orari, under similar 
conditions, an average speed of 15.02 knots was obtained with 
the Otaki, as against 14.6 knots for the Orari. At a subsequent 
trial, the Otaki obtained a speed of 15.09 knots. As the boiler 
installation is precisely the same in both ships, it is con- 
sidered that this performance demonstrates the advantage of 
the combined reciprocating and turbine machinery over re- 
ciprocating engines. 

Based on the results of the trial trips, the speed of the 
Otaki is virtually half a knot greater than that of her two 
sister ships, and this increased speed is obtained on lower 
water consumption, which means a correspondingly lower coal 
consumption. Horsepower in the combined form of ma- 
chinery is not a very satisfactory measure of useful work, but, 
assuming that her sister ships had been driven at the same 
speed on trial as the Ofaki, and basing the results on the 
indicated horsepower resulting from this and applying the 
horsepower to the Otaki for her trial trip speed, then the 
water per horsepower for all purposes would figure out as 
12.3 pounds. This result, of course, must be accepted with a 
certain amount of reserve, as it is based only on the trial data 
of one of the vessels. Confirmation of this result can only be 
obtained from actual service on the regular 13,000-mile route 
of these ships. 

The economy of the Otaki is due partly to the type of con- 
denser fitted, which enables a high vacuum to be steadily main- 
tained. This condenser is of the “Contraflo” type, from 
designs by Mr. D. B. Morrison. 


72 International Marine Engineering 


FEBRUARY, 1909. 


A New Reversing Motor for Launches and Yachts.* 


The question of reversing internal combustion motors be- 
came prominent at the same moment as the application of this 
type of engine began to be considered for the propulsion of 
ships, and the problem being particularly fascinating to a 
number of inventors, has naturally been the source of various 
patents. The greater part of these inventions have stopped 
on paper, and those that have taken a more material shape 
have generally turned out practically inexpedient. Meanwhile 
boat builders have had to be contented with non-reversible 
motors provided with different kinds of gearing between the 
crank shaft and propeller shaft, or with adjustable blades on 


FIG. 1. 


the propeller; in the last-named case the propeller shaft itself 
being non-reversible. We need hardly point out the many 
difficulties and disadvantages that are inseparable from these 
methods of solving the reversing problem. 

In 1902, Mr. F. G. Ericsson, connected with a small me- 
chanical workshop in Stockholm, patented a direct-reversible 
motor that attracted much attention. The engine was provided 
with only one cylinder, designed according to the four-cycle 
system, to work with gasoline or benzine. The exhaust valve 
alone was positively governed, and the air inlet-valve opened 
automatically during the suction stroke, owing to the vacuum 
that was produced behind the piston. The reversing of this 
motor was accomplished by igniting the combustible mixture 
of air and oil-gas at an early stage of the compressing stroke; 


Fic. 2. 


FIG. 3. 


the exhaust valve being governed for running the engine 
“ahead” or “astern” by the aid of a grooved disc keyed to the 
crank shaft (see Fig. 1). The grooves in this disc guided the 
movements of a sliding nut attached to the end of a lever 
that opened the exhaust valve at every other stroke of the 
piston. Motors provided with this arrangement ran very well, 
but as they could be built with only one cylinder, much re- 
mained to be improved upon in order to obtain an engine for 
high power. 

In 1905 the patents were turned over to a new company, 
“Motoraktiebolaget Reversator,;’ which resolved to apply the 


* Compiled principally from ‘‘Teknisk Tidskrift,” journal of the 
Swedish Society of Engineers and Architects. Supplementary material 
and illustrations supplied by ‘‘Motoraktiebolaget Reversator,”’ Stock- 
holm, Sweden. 


invention to multiple-cylinder motors of the latest design, 
capable of developing sufficient power for high-speed motor 
boats and yachts. 

Up to date ten different sizes of the “Reversator’ motor 
have been designed and built for utilizing benzine, gasoline or 
alcohol, varying in power from 3 to 90-brake horsepower, and 
provided with as many as six cylinders. The new designs are 
based upon newly-invented improvements on the guiding of 
the inlet valves as well as of the exhaust valves. The grooved 
guiding discs are now of a simplified design, and keyed to a 
separate operating shaft, rotating at half the number of revo- 
lutions of the crank shaft. 

The improved guiding discs are illustrated in Figs. 2 and 3; 
Fig. 2 showing the disc belonging to exhaust and Fig. 3 that 


FIG. 4. 


belonging to the inlet valve. A and B represent the sliding 
pieces pressed against the outer edge of the grooves by means 
of springs. A revolution of these discs through go degrees 
represents one full stroke of the piston, or half a revolution of 
the crank shaft. 

Supposing the engine to be running “ahead,” and the discs 
to be revolving in the direction of the large arrows in Figs. 
2 and 3, the sliding pieces A and B must follow the grooves 
along the paths denoted by the full-drawn small arrows. 
Ignition, combustion and expansion take place from 1 to 2% 
exhaust of combustion gases from 2 to 3, entrance of fresh air 
into the cylinder from 3 to 4, compression from 4 to I, after 


25om_) 


O=Linie 


FIG. 5. 


which the cycle is repeated in the same order. Now, suppose 
the direction of revolution to be reversed, which is accom- 
plished by igniting the combustible contents in the cylinder at 
an early stage during the compressing stroke. The sliding 
pieces A and B will at the moment, when reversing com- 
mences, be in the position marked 5, and from thence follow the 
path denoted by the small dotted arrows. Expansion will, under 
these circumstances, be executed from 5 to 6, exhaust from 
6 to 3, entrance of fresh air from 3 to 7, compression from 7 to 
1, and ignition followed by combustion and expansion from 
I to 6. 

Now, considering the case of a four-cylinder motor, we find 
that at the moment of reversing, the entrance of fresh air has 


FEBRUARY, I909. 


International Marine Engineering 73 


eee 


just commenced in one of the cylinders, and the sliding pieces 
controlling the valves of this cylinder are consequently near 
the position marked 8 in Figs. 2 and 3. After reversing has 
commenced the sliding pieces will follow the paths 8-9-7, 
which causes the cycles in this cylinder immediately to become 
executed in proper order. This is a very important point in 
the new improvement, and explains why the guiding disc 


projecting at the bottom of the dial, for the purpose of regu- 
lating the speed of the motor. This regulation is accomplished 
by throttling the admission of combustible gas mixture to 
the cylinder through the aid of a slender wire connected to 
the maneuvering pedestal, which, consequently, may be fixed 
in any convenient place in the boat independently of the posi- 
tion of the motor. 


\ 


A 


FIG. 6.—FORTY-HORSEPOWER ““REVERSATOR’ MOTOR. 


originally patented by Mr. F. G Ericsson cannot be employed 
in multiple-cylinder motors. 

In order to explain fully the process of reversing we must 
add a few words regarding the arrangements for ignition. 
The inflammable gas mixture is ignited in the ordinary manner 
by the aid of an electric spark, produced either from a battery 
alone or from a battery in combination with a magnetic induc- 
tor. The contact is formed and broken by a fixture keyed to the 
operating shaft, in such a manner as to allow of its position 
being altered while the motor is running. This alteration, 
which causes a varying timing of the ignition, is accomplished 
simply by turning a small lever on the maneuvering dial. 

The maneuvering dial is generally fixed to a pedestal carry- 
ing the steering wheel of the boat in addition to a small lever 


~ To cause the motor to develop its highest efficiency, the 
ignition must occur just a moment before the piston has 
arrived at the upper end of its compressing stroke. If at the 
same time the motor is to run “ahead,” the maneuvering lever 
must be locked in position at “full”; the lever being removed 
from this position to a position marked “ahead” alters the 
ignition, so that it occurs later; i. e., after the piston has 
traveled part of its downward expansion stroke. The com- 
bustion pressure and the speed of the motor are thus reduced, 
until a convenient speed for reversing is obtained. The lever 
is now moved past the position marked “stop,” at which the 
ignition becomes suspended, and over to “astern”; a proceed- 
ing which causes ignition to occur when the piston has com- 
pleted only a part of its upward compressing stroke. Now 


1G. 7.—OPEN LAUNCH “TIRFING.” 


74 International Marine Engineering 


FEBRUARY, 1909. 


combustion takes place, and the pressure above the piston 
rises suddenly to 80 or 90 percent above the pressure indi- 
cated by the ordinary expansion curve, as shown in the dia- 
gram (Fig. 4). The counter pressure thus thrown on the 
piston surmounts the momentum of the moving parts of the 
engine, and the crank is thrown back in the opposite direction 
to that in which it was just moving. 

The motor having started to run “astern,” continues to do 
so at reduced speed, as the ignition does not occur until the 
piston has traveled a considerable part of its downward ex- 
pansion stroke. By removing the maneuvering lever from 
“astern” to “full,” and locking it in this position, the ignition 
is timed to occur just before the piston has concluded its 
compression stroke, thus causing the motor to develop full 
power astern with the same number of revolutions as when 
working full power ahead. Reversing from astern to ahead 
is accomplished in a similar manner to that just described. 
The motor performs these maneuvers without shocks or 
extra vibrations; in fact, the reversing is hardly noticeable 
to a passenger turning his back to the operator, even in the 
case of lightly-built racing boats. 

The considerable rise of pressure during the reversing 
stroke (see Fig. 4) is rather astonishing, but may easily be 
explained by taking into account several circumstances con- 
nected with the slowing down of the motor just before re- 
versing; 7. e., a more complete admission of combustible gas 
than when running at full speed and reduced loss from leak- 
age and cooling. 

The curves shown in Fig. 5 are worked out from a number 
of diagrams, obtained from a Reversator motor with only 
one cylinder, provided with an air-inlet valve, operated auto- 
matically by the vacuum produced during the suction stroke. 
a represents the ordinary expansion curve; b is a curve con- 
necting the points of maximum pressure indicated at different 
grades of belated ignition, and c is a curve connecting the 
points indicating combustion pressure when reversing at 
various positions of the piston in its compressing stroke. 

In Fig. 4 are reproduced some diagrams actually obtained 
from the above-named motor just before and after the re- 
versing moment. Those diagrams show plainly how the 
ignition takes place later and later on during the expansion 


, 


stroke, owing to the displacement of the maneuvering lever. 


Finally, the ignition is caused to occur during the compression 
stroke, and the piston is reversed after having traveled nearly 
two-thirds of this stroke. The wavy shape of the expansion 
curve in these diagrams is attributed to vibrations in the 
pressure spring of the indicator, caused by the explosions. 

A few words may be added relating to the method em- 
ployed for starting the motor. The combustible gas mixture is 
first drawn into the cylinder either by means of a vacuum 
pump or by turning the crank shaft around a few revolutions; 
a special arrangement being provided for avoiding compres- 
sion during this operation. Ignition is also prevented by 
fixing the maneuvering lever at “stop.” When the cylinder 
has become loaded the lever is moved to “ahead” or “astern,” 
which causes ignition, and the motor starts running. The 
starting is quite an easy matter, and involves no risk whatever. 
Multiple-cylinder motors may be started simply by turning 
the manetivering lever to “ahead” or “astern,” provided that 
the motor has just recently been running. 


G. O. M. Otrsson. 


Shipbuilding in the United States. 


Although reports from the Bureau of Navigation of the 
Department of Commerce and Labor showed a record year in 
shipbuilding for the fiscal year 1908, the record for the calen- 
dar year 1908 is an entirely different story. From Dec. 31, 
1907, to Dec. 31, 1908, 1,112 merchant vessels, aggregating 


287,603 gross tons, were built and numbered in the United 
States. This, as compared with 1,056 ships of 502,508 gross 
tons of the previous year, shows a loss of 42 percent. Also the 
average tonnage is less than that for any period during the 
last nine years with the exception of the year 1904. 

Since the fiscal year 1908, ended June 30, it will be seen 
that almost the entire depression has come during the last six 
months. Furthermore, it is accounted for principally by the 
great decrease in steel steamship tonnage being built on the 


STEEL STEAMSHIP TONNAGE BUILT IN THE UNITED STATES. 


Great Lakes. This work has been practically at a standstill 
during the past six months; for 98 percent of the steel steam- 
ship construction on the Great Lakes, which comprises 73 
percent of the total steam tonnage built in the country during 
the year, was constructed during the first six months of the 
year. 

The tonnage of sailing vessels has increased 19 percent over 
that for 1907, and apparently this part of the shipbuilding in- 
dustry has not been unusually affected during the past six 
months, 

MERCHANT VESSELS BUILT IN THE UNITED STATES. 


@ Rn GREAT LAKES SuHIps. 
. TOSS Average 
YEAR. Ships. Aone. A Rew p 3 
TOSS er 

Tons. Cent. Average. 
1900 Sere Kon 1,102 | 365,791 332 | 129,973 35.6 1,476 
IW oosaocoea00 1,322 | 376,129 284 | 156,157 41.5 1,270 
1902 eee 1,270 | 434,005 342 | 158,230 36.5 1,521 
IOWB co0000 90000 1,159 | 381,970 330 | 182,593 47.8 1,438 
1904 eee 1,063 | 265,104 249 54,042 20.4 819 
1905. 1,054 | 306,563 291 } 182,361 59.5 1,736 
IMMNs6aovos00005 1,045 | 393,291 376 | 268,085 68.2 2,197 
IM Wisopeanaeseue 1,056 | 502,508 476 | 283,492 56.4 2,100 
1908S eee 1,112 | 287,603 259 | 157,672 54.8 1,168 


STEEL STEAMERS BUILT IN THE UNITED STATES. 


Torats. ATLANTIC AND GULF. Great LAKEs. 
Srx MontHs 
ENDING | @ 

Ships. | GTS | Ships. | Tone’ | Ships. | ‘Tons 
June 30, 1900.... 52 105,713 31 34,803 17 63,885 
Dec. 31, 1900.... 40 91,244 20 44,179 16 44,626 
June 30, 1901.... 64 144,021 31 46,297 30 91.994 
Dec. 31, 1901.... 40 74,604 21 25,541 17 49,020 
June 30, 1902.... 74 196,197 34 76,186 32 109,019 
Dec. 31, 1902.... 42 98,516 26 52,385 12 43,248 
June 30, 1903... . 69 153,389 33 54,411 29 88,412 
Dec. 31, 1908... . 50 126,392 20 36,077 28 89,562 
June 30, 1904.... 43 113,261 27 61,904 13 50,336 
Dec. 31, 1904... . 31 19,472 25 16,955 5 2,498 
June 30, 1905... . 42 139,883 17 39,822 24 99,999 
Dec. 31, 1905... . 51 100,127 27 18,843 21 80,932 
June 30, 1906.... 58 181,614 25 24,378 31 156,792 
Dec. 31, 1906.... 56 146,177 33 35,895 21 109,471 
June 30, 1907.... 66 214,488 38 75,564 26 129,242 
Dec. 31, 1907.... 69 «| 216,181 34 53,167 31 151,272 
June 30, 1908.... 72 200,923 18 34,144 44 153,107 
Dec. 31, 1908.... 26 13,503 13 10,369 10 2,987 


FEBRUARY, 1909. 


International Marine Engineering _ 75 


ADAPTABILITY OF PRODUCER GAS FOR MARINE 
WORK.* 


BY E. SHACKLETON, A. M. I. MECH. E. 


Notwithstanding the fact that the producer gas plant is the 
prime mover in the shops of many shipbuilders, both ship- 
builders and marine engineers seem to be exceedingly chary 
of giving a trial to the gas engine in boats they build or engine. 
It is natural that after their intimate acquaintance with the 
steam engine and its traditions, which, in many cases, dates 
from over half a century back, they should be very reluctant 
to adopt a new type of prime mover which but a few years 
ago was regarded as only suitable for operating light printing 
machinery. where the power required did not exceed 10 horse- 
power. The natural opposition of the steam-engine builder 
to anything in the nature of a gas engine was, up to a few 
years ago, very acute, and to-day in many cases it still exists. 
However, the economic law must eventually prevail, and, 
by reason of severe competition, ship owners will be driven 
in the near future to ask from the builders a type of boat 
which can be operated more cheaply as far as fuel consump- 
tion is concerned, particularly in the case of cargo vessels 
from 4,000 to 5,000 tons gross. 

The present type of steam engine employed is no doubt 
very economical as far as steam goes with a coal consump- 
tion under favorable circumstances of slightly over 1 pound 
per indicated horsepower per hour. More common figures 
for coal consumption, however, are from 134 to 2 pounds per 
indicated horsepower per hour. Even if superheated steam is 
employed, with its attendant wear and tear, it is questionable 
whether a consumption of 1 pound per indicated horsepower 
per hour can be maintained, 

The only substitutes now available for the steam engine in 
marine work are the oil engine and the gas engine. The gas 
engine and producer plant appear to be more directly suited 
to marine requirements than a large oil engine, notwithstand- 
ing the extra inducement which the latter offers as being 
self-contained. It is, however, very questionable whether the 
problem of dealing with every description of crude oil as a 
fuel in an oil engine has been definitely solved, and, even in 
such event, it is very doubtful if there is any real advantage 
over the producer plant in power cost. It must also be borne 
in mind that the most suitable type of engine for operation 
with crude oil is somewhat complicated and expensive to build. 

The writer offers the following scheme as a possible solu- 
tion of the problem for cargo vessels of from 4,000 to 5,000 
tons gross: For fuel, producer gas, generated in a plant of 
the suction type such as are now in successful operation on 
land; for prime movers, a vertical tandem inclosed gas engine 
of 700 brake horsepower with two secondary sets of crank 
chamber gas engines each of 250 brake horsepower. Each 
of these three engines to be coupled to a dynamo supplying 
power to two motors on the propeller shafts either of 400 or 
500 kilowatt capacity, together with the usual main switch- 
board and accessories. The steering gear would be operated 
by an electric motor of suitable design and power. The usual 
pumps, of the centrifugal type in this case, would also be 
operated by electric motors, namely, the bilge, ballast and 
circulating pumps, the latter being employed for the cooling 
water of the gas engines. A small oil engine of, say, 6 brake’ 
horsepower would be used for lighting the ship when in port. 
i Without attempting to go into smaller details, which, of 

course, are impossible to specify correctly until the dimen- 
sions, space and conditions of a ship so fitted can be definitely 
decided on by the shipbuilders, it will be seen that this equip- 
ment calls for nothing which is not now in the market; in 
other words, it is a commercial possibility. 


* Read before the Institute of Marine Engineers, London, Decem- 
ber, 1908. 


The cost of repairs for a plant of this type varies somewhat, 
but the following may be taken as approximately correct: 


Per annum, 


INOS INO INOMOE NOTE, AOE 2415 665006000000000000000000 $19.47 
DOP Ao Inorsenonvres, Byes Os000000000000000000000000 29.20 
IDG? ZOO) INGHISDOWIE, GIDOGIE @occ00000000000000000500000 43.80 
HOw ACO IORSeMO WEE, ALOUWKE TA>600000000000000000000000 58.40 
or FOO Inornsemonves, GOOGLE TGoco0000000000000000000000 73.00 


The cost of cleaning and repairing the boilers used for a 
steam plant of similar size is much more serious. 


On a suction producer gas engine of 360 brake horsepower, 
running at 200 revolutions per minute, the cylinders should 
have liners of special hard close-grained cast iron, which may 
be easily re-bored when worn. A space between the liner and 
outside of the cylinder forms the water jacket which keeps 
the cylinder cool by means of a constant circulation of water. 
The piston should be of the bucket type made of hard close- 
grained cast iron fitted with metallic piston rings and coupled 
to the connecting rod by means of a hardened and ground 
piston pin. The engine bed should be a massive hollow cast- 
ing, which, in the case of a horizontal engine, is prolonged 
under the cylinder to reduce the overhang to a minimum. 
This improvement prevents vibration and the working loose 
of the engine on its foundation, which so often occurs with 
engines having long overhanging cylinders. The crank shaft 
should be of Siemens-Martin steel forged from the solid and 
running in adjustable white metal bearings having ample 
wearing surface, intermediate bearings to be fitted between 
each crank. The flywheel should be of extra weight in order 
to insure steady running and should be 8 feet in diameter by 
15 inches wide on the face. 

A sensitive governor of improved construction should 
be provided, and so arranged that changes in speed can be 
made without stopping the engine, the governor controlling 
automatically the amount of gas consumed according to the 
work done at any period. Independent magneto-ignition with 
a time adjustment should be fitted. The air and gas valves 
should be fitted into loose cast iron boxes or valve plugs, 
which can be easily removed for cleaning and repairs. The 
joint between the valve plugs and the cylinder should be a 
ground metal-to-metal joint. The valves themselves and the 
covers should be hollow and water-cooled. The piston, crank 
pin, main bearings and all moving parts should be lubricated 
and forced lubrication should be used for the cylinder crank 
shaft and connecting rod bearings and exhaust cam shaft, with 
ring lubrication to the inlet cam shaft. The gas gag should 
be-of cast iron with a rubber diaphragm. 

Reversing is beyond a doubt a most important function in 
marine work, and it must be an operation that can be carried 
out with certainty and without delay. To reverse a gas en- 
gine of any size would, and will be, an extremely complicated 
process. While it is recognized that a reversible gas engine 
is an accomplished fact, it is probable that under the very 
onerous conditions of marine work the increased wear and 
tear and complication of the reversing mechanism would re- 
sult in a sacrifice of efficiency and reliability. With the elec- 
tric drive proposed, the reversing process is, of course, easily 
carried out by means of the motors attached to the propeller 
shaft. 

Although the writer advocates electric drive, it is clear that 
to shipowners who do not require more than 600 or 800 brake 
horsepower the expense of this type of drive would probably 
deter them from building a steamer fitted with a gas engine. 
There are, however, on the market several reversing friction 
clutches which could possibly in a modified form do all that 
is expected if the full power were not desired for going astern. 
There is no reason to suppose that they would not perform 
their duties satisfactorily. Where twin screws are employed, 


76 International Marine Engineering 


reversing may be confined to one propeller, which, under all 
ordinary routine conditions, should prove satisfactory, al- 
though being somewhat slower in action. In such a case as 
this, the proposal submitted as to electrically-driven winches 
would still be carried out, except in the case of a sailing ves- 
sel. One concern now constructs reversing gears in sizes up 
to 2,500 horsepower, and it has made several gears of large 
sizes suitable for marine work. In these clutches the gear is 
always in mesh; consequently the clutch is perfectly silent 
when running ahead and almost noiseless when going astern. 
It has one positive speed ahead and astern. When desirable 
the speed can be regulated and the boat slowed down by ma- 
nipulating the starting gear. 

The inclosed type of gas engine recommended for con- 
sideration in this scheme appears to be admirably adapted for 
marine conditions. This type is well balanced, positively lu- 
bricated and, being inclosed, any leakage of gas that might 
pass the pistons is confined to the case. Its speed is higher 
than certain types of gas engines, but at such speeds gas 
engines. of the type referred to run, as a rule, steadily with- 
out great vibration. It is not anticipated that the sole plate 
or bed foundation would present serious difficulties to the 
shipbuilder. The system of governing these engines compared 
with steam engines is a decided advantage, as there is no hit 
and miss, but positive throttling by varying the quantity and 
quality of explosive mixture. Engines of the tandem type 
have also proved themselves to be very reliable and admirably 
adapted for this class of work. 

For the purpose of starting these engines, that is, charging 
the compressed air reservoirs, it is proposed to use the small 
oil engine which is also used for ship lighting. It is not in- 
tended for the limited power required for a 3,000 and 4,000- 
ton gross gas-driven ship to introduce the bituminous pro- 
ducer. While it is recognized that such a producer would un- 
doubtedly be of great advantage for marine purposes, the 
writer feels satisfied that anthracite is now sufficiently available 

“to economically answer all the requirements of a cargo boat 
running ona fast route. This fuel is available outside Wales, 
in America, New Zealand and various parts of the Continent. 
Even if it were not available, recourse could be made to good 
coke. As far as can be seen, it is, moreover, questionable 
whether for powers not exceeding 2,000 brake horsepower 
the bituminous plant would really be such an advantage as 
would otherwise appear. Outside its main feature, the ability 
to use common fuel, it is cumbersome, decidedly more com- 
plicated in its action, requires considerably more attention, 
and is almost twice as heavy as the suction gas plant. Am- 
monia recovery would also be out of the question on ship- 
board. While it is recognized that the ability to use a com- 
mon fuel is certainly a great advantage, it appears to the 
author that the simplicity of the suction plant will in the long 
run outweigh such advantages for moderate powers under 
marine conditions. 

In making comparative tables of cost of a gas-driven and a 
steam-driven ship the writer has in mind that anthracite is 
more expensive than Welsh steam coal, and also than North 
Country coal, but, taking into consideration the pros and cons, 
this is an all-important feature. It would doubtless be neces- 
sary, however, to use a bituminous producer plant for powers 
exceeding 2,000 brake horsepower. 

The fairly regular load in marine work would suit a pro- 
ducer plant, and the fact that such plants would be worked 
continuously is favorable to the producer. In fact, a more 
uniform gas of even quantity is likely to be produced with 
corresponding fuel efficiency than would be the case where 
the plant is shut down at the end of the day. The bogey of 
door troubles, etc., is very much over-estimated and under the 
intelligent eye of the average marine engineer little or no 
trouble should arise from this source. It is proposed to have 


FEBRUARY, I900. 


the generators in four small units, so that in the event of any 
repair or cleaning one may be shut down till this has been 
effected without interference with the production of gas from 
the rest of the plant. When anthracite is not available, good 
gas coke, which can be obtained almost anywhere, may be 
used with good results on a slightly higher fuel consumption. 
Coke, however, requires more attention at the generator, and 
the gas made from it is not so clean as that made from anthra- 
cite. Scrubbers should be made extra large, and sea water 
should not be used for direct use in the gas plant, as the 
vaporizer would quickly become incrusted with salt and cease 
to make steam. 

Objection will no doubt be made to the proposed speed of 
the propellers, as 250 or 300 revolutions per minute is, of 
course, much higher than is used in the present cargo boat. 
While it is recognized that a low-speed propeller has certain 
advantages, it must be borne in mind that they are more or 
less in ratio to the present steam-engine speed, which could 
not well be higher. The writer is of the opinion that where 
a high-speed propeller will be found necessary the shipbuilder 
will quickly adapt himself to the exigencies of the position. 
The electric motors for driving the two propellers would of 
necessity occupy more space near the propellers than the pres- 
ent tunnel permits, but this is also a matter which the ship- 
builder could allow for without any serious expenditure when 
the boat was being built. 

Doubtless the cost of the electrical equipment which has 
been outlined would be heavier than the average steam plant 
by about £6,000 or £7,000 ($30,000 or $35,000), but apart from 
the huge saving in fuel consumption for the steamer, the reduc- 
tion of strain on the hull, due to a short shaft at the propeller 
end, and the electrical drive, together with the great advantage 
that in bad weather a very effective method is offered to pre- 
vent racing, would be invaluable. Another objection to the 
electrical drive may be urged on account of the loss of power 
from the dynamo to the motor. This would probably be about 
15 percent and is no doubt an item of some importance, but 
let it be considered that, while electrical losses are a measured 
quantity, frictional losses from the present system of drive 
are bound to be fairly high, probably 10 or 12 percent, and are 
practically unmeasured quantities. 

One very strong feature of the scheme under consideration 
would be the arrangement for electrically-operated winches, 
one of the smaller units in the engine room driving a dynamo 
for the purpose of discharging cargo. Undoubtedly the fittest 
place for any power generation is the engine room, instead of 
the present system of ten or more scattered steam winches. 

Sea water would be used for the scrubbers attached to the 
gas producer and also in the engine jackets. It is not likely 
that sea water would cause any trouble in the engine jackets, 
since large volumes of water are circulated and the water is 
not allowed to boil there. 

Although, in view of the high efficiency of the electric motor, 
troubles are now of quite rare occurrence with well designed 
machines, provision ought to be made for even such remote 
contingencies as the burning out or fusing of the motor. It 
is suggested that this should be accomplished by the addition 
of a propeller on an emergency shaft, the same being di- 
rectly in line with one of the power units, so that in the event 
of the tunnel becoming flooded or the motor rendered useless 
from other causes, the shaft could be brought into operation 
and slow speed maintained for some time through the direct 
drive from the engine 

The small oil engine previously mentioned performs a dou- 
ble purpose. It might frequently happen that when a cargo 
boat is in port there would be periods when light is desired 
for use on the ship, for which it would be obviously un- 
economical to run one of the smaller gas units. The small oil 
engine could supply power for sixty 16-candle-power lamps. 


FEBRUARY, 1900. 


International Marine Engineering Vii 


As to the type of boat where gas engines could be employed 
as an auxiliary method of propulsion, the writer is of the 
opinion that the installation of a 400 or 500 brake horsepower 
gas-driven plant could be adapted to large modern sailing 
vessels, in which case, of course, the use, of one or two pro- 
pellers would be recommended. There is every reason to be- 
lieve that such an arrangement would prove exceedingly eco- 
nomical. The engines could be stopped -when ‘full sail was 
available and the speed could be considerably increased with 
very light winds. 
in the cargo space available, and also a skilled engineer would 
have to be carried, but the increased speed would doubtless 
prove a sufficient inducement to shippers who desire reasonable 
time voyages. 
to 6 knots under power alone would be IeaSIIG in- moderate 
weather. 


A DISASTROUS COLLISION. 


Early Saturday morning, Jan. 23, the White Star Liner 
Republic, bound from New York to the Mediterranean, col- 
lided with the Florida of the Lloyd Italiano Line, bound from 
Naples to New York. The collision occurred off Nantucket, 
after the Republic had proceeded 193 miles from Sandy Hook. 
The weather was foggy, and both ships were proceeding under 
reduced speed. The Florida struck the Republic on the port 
side, tearing a large hole both above and below the waterline 
in the engine-room space. The bow of the Florida was de- 
molished, and the two forward compartments immediately 
filled with water. The collision bulkhead, however, pre- 
vented any further damage to the vessel, and she was able to 
proceed under her own steam to New York. 

The engine room of the Republic was almost immediately 
flooded, there being only time for the engine-room staff to 
close the watertight doors in the engine-room bulkheads before 
making their escape. Through the failure of the after water- 
tight bulkheads, the after part of the vessel was gradually 
flooded, and after remaining afloat forty and one-half hours 
she sank in 45 fathoms of water. 

Seven lives were lost and three were injured, the loss of life 
being due entirely to the effects of the collision. The rest of the 
passengers and the crew were safely transferred from the 
Republic to the Florida, and finally to the White Star Liner 
Baltic, on which they were brought to New York. 

The Republic was a steel, twin-screw steamship of 15,378 
gross tons. Her dimensions were: Length, 570 feet; breadth, 


VIEW OF THE REPUBLIC SHORTLY AFTER THE COLLISION. 


Of course there would be avslight reduction. 


With a boat of, say, 2,000 tons-gross, from 5’ 


67.8 feet; depth, 24 feet. Her propelling machinery consisted 
of two four-cylinder quadruple-expansion engines, with cylin- 
ders 29, 4114, 61 and 87 inches diameter by 60 inches stroke, 
the nominal horsepower being 1,180. She was built in 1903 by 
Harland & Wolff, Ltd., at Belfast. The Florida is a steel, 
twin-screw steamship of 3,231 gross tons, built in 1905 at 
Genoa, Italy, by the Soc. Esercizio Bocini. She is 381.4 feet 
long, 48.1 feet beam, with a depth of 25.7 feet. She is driven 
by two three-cylinder triple-expansion engines capable of 
developing a nominal horsepower of 444. The cylinder 


diameters are 21, 33, 59 inches, with a stroke of 39 inches. 


DAMAGED BOW OF THE FLORIDA. (PHOTO FROM N. Y. HERALD.) 


This accident demonstrates clearly the status of water- 
tight bulkheads as at present arranged in passenger and 
cargo steamships as a means of keeping a damaged ship afloat. 
The engine room of the Republic was only about 50 feet long 
and if the after-bulkheads had held, the loss of buoyancy dive 
to flooding the engine room alone would not have resulted in 
the loss of the ship, although she was rendered helpless by the 
submerging of her pumps and engines. The gradual flooding 
of the after-holds seems to show that the bulkheads were not 
only not watertight, but not strong enough to withstand the 


pressure of the water. 


(PHOTO FROM N. Y. HERALD.) 


International Marine Engineering 


FEBRUARY, I909. 


Published Monthly at 
17 Battery Place New York 


By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 


Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


We have 


The edition of this issue comprises 6,000 copies. 
no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the roth of 
the month. 


The Possibility of Gas Propulsion. 

With the most efficient type of steam plant now 
used for marine work only Io or 11 percent of the 
total heat value of the coal consumed is realized in 
actual work at the propeller shaft. Although a coal 
consumption as low as 1 pound per indicated horse- 
power per hour can be obtained with reciprocating - 
engines under the best of conditions, yet this is 
not usual. Under average service conditions a con- 
sumption of 1144 pounds per indicated horsepower per 
hour is considered a very good performance, while 
an average value would probably be much nearer 2 
pounds per indicated horsepower per hour. On her 
official trials the latest United States battleship, which 
is fitted with watertube boilers and reciprocating en- 
gines, showed a coal consumption of 1.74 pounds per 
indicated horsepower per hour, which would be equiva- 
lent to about 1.98 pounds per brake horsepower per 
hour, assuming the brake horsepower to be about 88 
percent of the indicated horsepower. The Lusitama, 
with Scotch boilers and turbine engines, consumed on 
trial 1.43 pounds of coal per brake horsepower per 
hour, while an average value of 1.8 pounds per indi- 
cated horsepower per hour is the result of records cov- 
ering a large number of steamships of various types 
operating on the Great Lakes of North America, where 
refinement in steam plant design is carried to extremes. 

Experience on shore with gas engines operating on 


producer gas has shown that this type of prime mover 
is capable of developing a brake horsepower on I 
pound of coal or less per hour. About 17 percent of 
the heat value of the coal consumed is turned into 
useful work at the engine shaft, or nearly twice as 
much as can be obtained from a steam plant with reci- 
procating engines and about one and one-half times 
as much as can be obtained from a steam plant with 
turbines. Furthermore, the sum of the two principal 
heat losses in a steam plant—that is the stack and 
condenser losses—is nearly equal to the sum of the 
two most important heat losses in a gas plant, namely: 
the jacket and exhaust losses; but whereas there is 
little prospect of utilizing the heat thus lost in a steam 
plant, there is a possibility of utilizing at least a por- 
tion of that loss in a gas plant. It is inevitable that 
a form of power plant which theoretically offers such 
marked increase in economy of fuel consumption, shall 
sooner or later be developed in a practical way, and 
the past year has marked a substantial beginning in the 
development of the marine gas power plant. The first 
ship of any size and importance in the United States 
to be equipped with such a plant is described in our 
leading article this month. 

At the present time the gas producer seems to have 
attained a more satisfactory development for marine 
work than has the gas engine, at least for large power. 
For reasons of simplicity, utility and safety, the suction 
type of producer has been advanced as the most suit- 
able for marine work. It is obvious that a successful 
marine gas producer must be capable of using bi- 
tuminous coal, and the great weight and large floor 
space required for most stationary bituminous suction 
producers have led many to believe that it could not 
compete successfully with steam boilers. It is true 
that on shore about two-thirds of the suction gas pro- 
ducer plants in operation in the United States use 
anthracite coal, while charcoal is used in a few cases, 
but it was pointed out by Mr. R. E. Fernald, of the 
U. S. Geological Survey Fuel Testing Corps, in a 
paper presented before the May meeting of the West- 
ern Society of Engineers, that although bituminous 
coal is used in only approximately one-third of the 
total number of suction producer plants, nevertheless 
this third probably covers in the neighborhood of from 
65 to 75 percent of the aggregate horsepower in use, 
so that successful bituminous suction producers are an 
accomplished fact. 

The type of plant used on shore is manifestly un- 
suited for marine work, because it weighs as a gen- 
eral rule over 200 pounds per brake horsepower and 
occupies a floor space of about 1 square foot or more 
per brake horsepower. The boiler-room weights of 
battleships equipped with watertube boilers average 
about 110 pounds per brake horsepower, while with 
Scotch boilers this figure is considerably increased. 
For ordinary cargo and passenger ships equipped with 
Scotch boilers the boiler-room weights do not run 
very much below 200 pounds per brake horsepower, 


FEBRUARY, 1909. 


International Marine Engineering 79 


while the space occupied by watertube boilers is about 
one-third of a square foot per brake horsepower. 

Gas producer plants designed especially for marine 
work can be built weighing from 75 to 90 pounds per 
brake horsepower, and occupying a floor space of 
from, to 4 of a square foot per brake horsepower. 
Thus it is evident that the marine gas producer has 
a decided advantage both in weight and space occupied 
per brake horsepower over the steam plant. The only 
type of marine steam plant which offers greater ad- 
vantage than the gas producer and gas engine in 
this regard is that used on torpedo-boat destroyers, 
where the fire-room weights are as low as 30 pounds 
per brake horsepower, and the space is only about 
of a square foot per brake horsepower. 

Coming to the question of the gas engine, we find 
that at the present time it is impossible to obtain en- 
gines much larger than 500 brake horsepower. Six 
cylinder, double-acting engines of this size, however, 
are of light weight, some being as low as 30 pounds 
per brake horsepower, whereas engine-room weights 
for a steam plant usually do not run much below 65 
or 70 pounds per brake horsepower. The reason that 
larger engines have not been built is very largely due 
to the fact that a cheap fuel has not been available. 
The cost of operating engines of even 500 horsepower 
on gasoline is, in most cases, prohibitive. The devel- 
opment of a successful marine gas producer capable 
of using bituminous coal, which is now an assured fact, 
will undoubtedly give a decided impetus to the de- 
velopment of large marine gas engines; and there is 
every reason to believe that the success which has at- 
tended the development of engines up to 500 horse- 
power will be achieved in the development of larger 
engines. 

The rapid development of large gas engines on shore 
has been in a direction entirely unsuited to meet the re- 
quirements of marine engines. Stationary engines of 
5,000 or 6,000 horsepower are usually of the horizontal, 
twin-tandem, double-acting, four-cycle type, the maxi- 
mum diameter of cylinders being about 44 inches. 
These engines, however, are very heavy, and massively 
built, their weights running from 300 to 500 pounds 
per brake horsepower. 

Although the difficulties to be overcome in the de- 
sign of marine engines are vastly greater than those 
which were encountered in the development of station- 
ary gas engines, yet they are by no means insurmount- 
able. Such questions as reservability, adequate cooling 
of cylinders, pistons and valves, satisfactory handling 
of the exhaust, governing, etc., have been satisfactorily 
met in stationary practice, and the majority of the gas- 
engine builders claim that practical solutions are avail- 
able for these problems in the marine engine. One im- 
portant advantage which the marine plant has over the 
stationary plant is that of a practically uniform load 
at full power. Many large stationary gas engines are 
now used in electrical plants to supply power for light- 
ing and electric railways. In such plants the load 


varies widely from hour to hour through the day, and 
for certain periods of the day is extremely small. The 
changes are abrupt, but even under these conditions an 
actual economy from coal pile to switchboard of 1% 
pounds of coal per brake horsepower per hour has 
been achieved. Under the uniform conditions of load 
which woud prevail in a marine plant, it is confidently 
predicted that a brake horsepower can be developed on 
34 of a pound per brake horsepower per hour, making 
the percentage of heat available in the coal which is 
utilized in useful work at the propeller shaft consider- 
ably more than 17 percent. Another advantage of the 
gas plant over a steam plant on shipboard is the fact 
that no fresh water is required, as salt water can be 
used equally as well. 


Loss of the ‘‘Republic.’’ 

At the present writing everything seems to point to 
the fact that the sinking of the Republic was due to 
the failure of her water-tight bulkheads. The ship was 
rammed in way of the engine space, and that com- 
partment was, of course, immediately flooded. There 
was barely time for the engine-room staff to close down 
the water-tight doors and make their escape before 
the water had submerged the dynamos and plunged 
the ship into darkness. The engine room of the Re- 
public is about 50 feet long and is located just 
abaft the center of the ship. The flooding of this com- 
partment alone and the amount of water which found 
its way into the adjacent compartments before the 
water-tight doors could be closed would not have been 
sufficient to sink the ship, although as it was the en- 
gine-room compartment which was flooded, the ship 
was, of course, immediately rendered helpless by the 
submerging of her pumps and engines. The fact that 
the ship remained afloat forty and one-half hours after 
the collision and then finally sank rapidly, stern first, 
led the chief engineer to express the opinion that one 
of the bulkheads in the after hold was finally torn 
away. The exact conditions may never be known; but 
the effectiveness of water-tight bulkheads, except the 
forward and after collision bulkheads, as installed in 
the majority of modern passenger and cargo steam- 
ships will be questioned more than ever as a means 
of rendering a vessel non-sinkable. In commenting 
further on the accident, the chief engineer expressed 
the belief that if two good pumps had been available 
the ship could have been saved, or at least she would 
have been kept afloat until towed into shallow water. 
This suggests forcibly the value of building a divi- 
sional bulkhead in both the engine and boiler rooms, 
so that in the event of a collision of this sort part of 
the ship’s pumps and engines and boiler capacity would 
be available. This is a question which, in view of the 
remote possibility of the bulkheads ever being 
needed, and the fact that bulkheads so placed add 
little to the structural strength of the ship, but add ex- 
cessive weight, is debatable. 


80 International Marine Engineering 


FEBRUARY, 1900. 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 
Tons. Knots. Dect le) anwel. 
S. Carolina... 16,000 18% Wm. Cramp & Sons.......... 69.9 75.1 
Michigan ... 16,000 18% New York Shipbuilding Co... 79.4 85.1 
Delaware ... 20,000 21 Newp’t News S.B. & D.D. Co. 54.9 59.0 


North Dakota 20,000 21 Fore River Shipbuilding Co.. 62.8 67.4 


TORPEDO BOAT DESTROYERS. 


Smithers 700 28 Wm. Cramp & Sons.......... 59.9 62.8 
Lamson .... 700 28 Wm. Cramp & Sons.......... 58.5 61.8 
iPrestonmerrere. 700 28 New York Shipbuilding Co... 54.9 57.9 
Blussermene.- 700 28 Bath Iron Works............ 40.9 50.0 
IRIEL Goo a0000 700 28 BEVIN Ib WWYORKSs 0005000000 38.5 48.5 


SUBMARINE TORPEDO BOATS. 


Stingray .... — — Fore River Shipbuilding Co.. 64.5 68.0 
Tarpon = — Fore River Shipbuilding Co.. 63.0 66.9 
Bonita — — Fore River Shipbuilding Co.. 60.8 63.0 
Snapper .... — — Fore River Shipbuilding Co.. 58.2 62.3 
Norwhal .... — — Fore River Shipbuilding Co.. 54.8 58.7 
Grayling .... — — Fore River Shipbuilding Co.. 53.5 57.4 
Salmon — —_— Fore River Shipbuilding Co.. 52.8 54.9 


ENGINEERING SPECIALTIES. 


A Novel Face Grinding Machine. 


This machine is designed for grinding lathe and planer 
tools, for edge grinding and squaring up ends of work, and 
for the general miscellaneous small jobs of grinding in the 
tool room and in the shop. A straight edge or surface on 
tools and a straight face on the edges of work is much easier 
and more accurately obtained by using the face of the wheel, 
provided that face be straight and the wheel be of suitable 
character. Such a face cannot be obtained with an emery 


N 


wheel dresser nor can the diameter of the wheel be kept true 
with a dresser. Recognizing these facts, the manufacturers 
of this tool, the Emmert Manufacturing Company, Waynes- 
boro, Pa., have provided a work table located in front of and 
extending by the edge of the wheel, so that both the face and 
edge of the wheel can be used for grinding. This table is 
located in a guide carried by a transversely swinging arm, and 
in the end of the arm a longitudinally adjustable diamond holder 
-is located. Normally, the table can be either clamped, to pre- 
vent any transverse rocking movement, or adjusted to allow a 
certain amount of such movement, as is often an advantage in 


grinding wide work. When the surface of a wheel becomes 
dull or untrue an adjustable stop below the table is moved 
out of its path, and the table swung backward away from the 
wheel, at the same time swinging the diamond across the face 
of the wheel, so as to give the latter a good cutting and a 
straight surface. The table can also slide in a longitudinal 
direction in a guide, for truing off the edge of the wheel. The 
table guide is pivoted in the diamond-carrying arm, and can 
be set by means of graduations and clamped at any angle with 
the face of the wheel up to 45 degrees. Upon the table is also 
provided an adjustable squaring device or protractor, which 
may be set from go degrees to-45 degrees with the surface of 
the wheel. 


A Triangular Bit for Boring Square Holes. 


A tool has recently been placed on the market by the Radi- 
cal Angular Drill Company, 114 Liberty street, New York, 
which, it is claimed, is capable of boring square holes with 
the same facility and with nearly the same speed that the 
ordinary twist or flat drill will bore a round hole in the same 
material. At the same time the tool, while not altogether as 
simple as the flat drill, is not complicated nor expensive, and 
is easily made or ground in the average machine shop. The 
only appliance needed for the use of this special tool upon 
such machines as lathes, drill presses and milling machines is 
a special chuck, which is really a device for making the three- 
cornered boring tool or bit travel about in such a way as to 
strike out a square hole in the work. It consists of a driy- 
ing part which is screwed onto the spindle of the machine, a 
guiding part which either rides upon the first part, or else is 
secured permanently to the frame of the machine, and a third 
part, or socket, into which the shank of the drill is screwed. 
This third part is caused to rotate by the first part, but has 
a slight freedom of motion in relation thereto, being guided 
as to its exact movements by the matrix or frame in the sta- 
tionary part. Where square holes are to be drilled the shank 


of the tool is three cornered, the sides of the shank being 
formed by segments of circles struck from opposite corners 
as centers, the radius of these circles being the same and 
equal to one of the sides of the square hole which is to be 
drilled, The guide in the stationary part of the chuck is ad- 
justed to the size of the hole to be drilled, that is, so that 
the sides of the square opening are just, equal to the radius 
by which the circles used for striking out the sides of the 
shank are formed. 
When one of the sides of the shank is either rolling or 
sliding upon one of the sides of the square guide, the opposite 


Marcu, 1¢09. 


This machine has cylinders 16 inches by 16 inches, and uses 
a galvanized steel hawser 2 inches in diameter. It is equipped 
with the American Ship Windlass Company’s patent automatic 
winding device, which consists of a pair of guide rolls, which 
move back and forth across the drum in such a manner as to 
lay the line evenly—no matter which direction it leads or how 


often it is reversed. With such a device the line can be reeled 
in or paid out as rapidly as circumstances require, and there 
is no need for any manual attention. This automatic winding 
device is a comparatively recent invention, having been in 
service only two years, but in this time it has proven itself so 
useful that it is now regarded as an essential part of an 
up-to-date towing machine. 


An Electric Hoist. 


Orignally designed for the Admiralty some six years ago, 
the electrically-driven whipping hoist shown in the illustration 
has since been manufactured at the Gothic Works of Laurence, 

Scott & Company, Ltd., Norwich, for the navy and mercantile 
marine. The motor, as can be seen, is combined with the gear 
case. As it is compound wound, it only requires a simple 


starting switch, which can be placed at a distance from the 
hoist below decks, where it can be kept dry; or, if this is not 
practicable, the more expensive deck pattern of starting switch 
can be used. Simplicity in operation is the chief advantage 
claimed for this type of hoist. There are no resistances which 
are liable to burn out. The whole machine is inclosed and 
watertight, so that it is quite suitable for fixing on deck ex- 
posed to the weather. Lubrication is automatic, so that the 
hoist is always ready for use whenever current is available. 
These winches are made in two sizes, one designed to lift at 
Admiralty rating 300 pounds at a speed of 180 feet per 
minute, and the other, by the same rating, 600 pounds at 180 


feet per minute, so they are suitable for handling baggage on 
passenger ships. 


International Marine Engineering 


rs 


119 


COMMUNICATION. 


Government versus Private Work. 
Editor, INTERNATIONAL MARINE ENGINEERING: 


In view of the editorial published on page 40 of your 
January issue, relative to government versus private work, 
the following comparison of the cost of docking, overhauling 
zincs and sea valves, painting and undocking in the case of a 
small naval cruiser which was docked at the Mare Island 
Navy Yard, in July, 1906; again in February, 1907, and which 
was docked at a commercial drydock in November, 1907, may 
be of interest: 


Jury, 1906—N. Y., M. I. 
Nine Days 1n Dock. 
ITEM. 
Labor. Material. Total. 
Docking. . Spaying 116.68 21.86 138.54 
Overhauling ; zincs and sea valves........ 76.09 43.84 119.93 
Painting. . , 65.80 177.80 243. 60** 
(Grandaitotal Saeeere eee 258.57 243.50 502.07 
FEBRUARY, 1907—N. Y., M. I. 
Two Days 1n Dock. 
Docking. . TSR AteR 246.50 22.60 269.10 
Overhauling zi zincs and sea valves........ 19.00 16.70 35.70 
Painting. . stehe : 43.10 2S 280.70 
Grandétotal eee peers 308.60 276.90 | 585.50 
NovEeMBER, 1907—S. F. D. D. Co. 
One Day In Dock. 
D ocksim geyaiys si Posts cre ere tee ee Sea ee teal | po uwatete ead Whe tes tncias | 289. 50* 
225. contract f | 
Making Zincs 
Overhauling zincs and sea valves........ 14.10 67.30 | 306.40 
teh Contract 
Painting ieee scene Reon G Ei eee 120.00 268.30 388. 30a 
\Web EOE ae ahhh Merc ooanion eile steel lies Gaels Ole ll SEE aS 6.10 
USenofsioat-e un crt cen et mer ice aoa teiorisier Ci) Date | 2.00 
Grand’ totale ara iuerea meetin, Sine senna ov saves | 992.30 
| 
** One coat of anti-corrosive (392 lbs.) and one coat of anti-fouling 
(560 Ibs.). Rahtjen’s 
*** One coat of anti-fouling (770 lbs.). ed Hand 


a One coat of anti-corrosive (504 lIbs., about) and one coat of | Brand. 
waterline paint (532 Ibs., about). 
* Docked at 15 cents per ton displacement. 
+ The zincs were made at the Navy Yard. The contractor furnished the necessary 
labor to drill and secure them and replaced all broken screws. 


, 


It is often very difficult to get a comparative line on the 
cost of similar work performed in government yards and in 
private yards. But this instance seems to afford a fair com- 
parison. Please note the considerable difference between the 
cost of the work when done in the navy yard and the cost of 
the same work on a private dock. Particular attention is in- 
vited to the job of overhauling zincs and sea valves. At the 
July docking the vessel was in dock nine days, and the sea 
valves were ground in. At the February docking the vessel 
was in dock two days. No valves were ground in, but the 
zincs on the outside were replaced. At the November dock- 
ing, where a commercial drydock was used, the work done was 
practically the same as at the February docking, except that 
the manufacture of the zincs, costing $81.40, was charged in 
with the item of replacing them, so that the real comparative 
figures for this item for these two dockings are $35.70 in the 
navy yard and $225 in private dock. 

It should further be noted that the commercial dock was a 
floating dock, and it is generally conceded that docking on 
this type of dock is cheaper than on the graving dock at the 
Mare Island Navy Yard. H. S. WricHr. 
Naval Constructor, U. S. N., U. S. Navy Yard, Mare Island, 

Galz ; 


International Marine Engineering 


Marcu, 1909. 


TECHNICAL PUBLICATIONS. 


The Design and Construction of Ships. Vol. I. By Prof. 
John Harvard Biles. Size, 6 by 9 inches. Pages, 423. Fig- 
ures, 281. London, 1908: Charles Griffin & Company, Ltd. 
Philadelphia, 1908: J. B. Lippincott. Company. Price, 25s. 
net. 


The author of this book has been lecturing for many years 
in Glasgow University on the subject of naval architecture, 
and, while these lectures were never published, notes have 
been taken from time to time, and these finally collected and 
elaborated, modified and rewritten, until they have now been 
incorporated into the valuable volume which has just come 
from the press. This volume deals only with the calculations 
and strength of ships. It is divided into three parts, the first 
dealing with areas, volumes and centers of gravity; the sec- 
ond with ship calculations, and the third, with the strength 
of ships. Throughout the entire book a complete mathematical 
demonstration of each subject is given, numerous illustrations 
being used where their use will in any way aid the student to 
an understanding of the problem. The book is not entirely 
a collection of mathematical demonstrations, however, as 
might be supposed from the subjects considered, but contains 
a great amount of practical information regarding all types 
of ships and various details of their construction. While the 
book does not pretend to lay claim to much originality, yet 
there is much in the book which, although hitherto published 
and quite generally known, is the result of investigations and 
the development of methods by the author himself. 


Steam Turbines. By James Ambrose Moyer. Size, 6 by 9 
inches. Pages, 370. Figures, 225. New York, 1908: John 
Wiley & Sons. Price, $4.00. 2 

Written primarily for practical engineers who are designing, 
operating or manufacturing steam turbines, this book begins 
with a discussion of the simple problems of turbine design. 
Much that has not hitherto been readily accessible on the sub- 
ject of nozzle design is carefully discussed in the opening 
chapters. After this, steam turbine types and blade design 
are taken up. Nearly eighty pages are devoted to complete 
descriptions of various commercial types of turbines now in 
use. The illustrations in this part of the book show, not only 
the main features of the turbine, but also a great many of the 
smaller details which can usually be obtained only by inspec- 
tion of an actual machine. Turbine governors are described, 
and a chapter is devoted to low-pressure turbines. The chap- 
ter devoted to marine turbines is less than two pages long, 
and, consequently, simply gives a brief statement of the pro- 
gress which has been made in the development of marine 
turbines, pointing out its advantages and disadvantages. 

One subject which we have never seen treated so thoroughly 
before in any book on steam turbines is “Steam Turbine 
Economics,” in which the question of the best conditions of 
vacuum, superheat and steam pressure are discussed. The 
data given on power plant economics, giving the cost of in- 
stallations, will also be found of great value. The final chapter 
treats briefly of the subject of gas turbines. 


Marine Propellers. By S. W. Barnaby. Size, 5% by 8% 
inches. Pages, 185. Figures, 56. Plates, 6. New York, 1908: 
Spon: & Chamberlain. Price, $4.50. 


This is the fifth edition of a book which for the past twenty- 
three years has been widely quoted as an authority on the 
subject of propeller design. This edition comprises very few 
changes, as recent experiments have not greatly altered the 
methods previously used for designing propellers. A note has 
been inserted giving the latest values obtained by Mr. Froude 
for the maximum efficiency obtainable at different pitch ratios, 
and this should be noted when the constants are being selected. 


A short chapter has been added, giving some information as 
to the latest practice in designing propellers for turbine ves- 
sels. Another subject which has been added is the influence 
of depth of water on resistance, since much experimental work 
on this subject is now available, so that definite information 
can be given. 

The chapters are as follows: First Principles; The Paddle- - 
Wheel; The Screw; Experiments with Models and Their 
Application to the Determination of the Most Suitable Dimen- 
sions; Influence of Depth of Water on Resistance; Cavitation; 
Geometry of the Screw; The Hydraulic Propeller; The Screw 
Turbine Propeller. 


The Boys’ Book of Steamships. By J. R. Howden. Size, 
8% by 534 inches.. Grand Richards: London. Price, 6/-; 


$2.00. 


Mr. Howden has followed his former book, The Boys’ 
Book of Locomotives, with this present work, in which he 
deals in an exceedingly interesting and practical way with the 
steamship. He seems to have gathered his information from 
all sources, and has written in a very lucid style. The hundred 
or so illustrations are from excellent photographs, and make 
the whole volume very attractive. The first chapters deal in 
a general way with the principles of ship design, the coming 
of steam and the development of types. We were particularly 
attracted by the way the author deals with “The Engines” and 
“Propelling Machinery”; also the chapter, “Down in the 
Stokehold,” is well told. The last section of the book is four 
chapters on ocean steamships, with special accounts of the 
chief ocean lines. It will be seen how comprehensive the book 
is when we state that the author covers the ground from 
Noah’s Ark to the Mauretania. 


Obituary 


The death is announced of Dr. Francis Elgar, chairman of 
Messrs. Campbell, Laird & Company, and chairman of the 
Fairfield Shipbuilding & Engineering Company. Dr. Elgar 
was formerly assistant to the late Sir. E. J. Reed, and follow- 
ing this spent a period of four years at the Admiralty. This 
appointment he resigned to become adviser upon naval con- 
struction to the Japanese government. In 1881 he returned to 
England, and later became director of His Majesty’s Dock 
Yards at the Admiralty. From 1892 to 1906 Dr. Elgar was 
director of and naval architect to the Fairfield Shipbuilding & 
Engineering Company, of which he became chairman in 1907. 
In the same year he also became chairman of Messrs. Camp- 
bell, Laird & Company. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID), ©, 


900,680. BOAT. WILLIAM B. MOTHERAL, OF NORTH 
McGREGOR, IA., ASSIGNOR TO GLIDING BOAT COMPANY OF 
SRS OF NEW YORK, N. Y., A CORPORATION OF NEW 

Claim 2.—A boat having a wedge-shaped hull with a bottom curved 
in cross section, the greatest curvature being near the bow, and the least 
near the stern. Six claims. 

901,157. SHELL OR CASING FOR STANDARD TORPEDOES. 
CLELAND DAVIS, OF THE UNITED STATES NAVY, ASSIGNOR, 
BY MESNE ASSIGNMENTS, TO NATIONAL TORPEDO COM- 
PANY, OF NEW YORK, N. Y., A CORPORATION OF MAINE. 

Claim 3.—A torpedo shell of standard length provided with a head 
adapted to slide and to be completely housed therein, and means to force 
said head outward into its firing position. Ten claims. 

905,388. DISCHARGE DOOR OF HOPPER DREDGERS AND 
BARGES. FRED LOBNITZ, OF RENFREW, SCOTLAND. 

Claim 3.—In hopper dredgers and barges having discharge doors, the 
combination with the doors thereof, of movable bars, means connecting 
the bars to the doors, a block with a slot therein, means for moving the 
block, and a wedge which can be driven through the block so as to 
simultaneously hold all the doors fast. Twelve claims. 


Marcu, 1909. 


International Marine Engineering 121 


900,797. SCREW 
WASHINGTON, D. C 

Claim 6.—The method of preventing cavitation at screw propellers 
which comprises admitting the air from the cavity formed at the back of 
the blades into the body of the blades and exhausting it therefrom by an 


PROPELLER. DAVID W. TAYLOR, OF 


entraining current of water moved by centrifugal force through the 
lade. 

Claim 14.—A propeller blade having a recess formed therein communi- 
cating with the cavity formed in the water at the back of the blade and 
means for automatically exhausting said recess. Fifteen claims. 


905,377. RIVER BOAT. PIERRE SIGAUDY, OF LE HAVRE, 
FRANCE, ASSIGNOR TO STE. DES MESSAGERIES FLUVIALES 
DE FRANCE AND STE. AME. DES FORGES ET CHANTIERS DE 
LA MEDITERRANEE, OF PARIS, FRANCE. , 

Abstract.—This invention relates to river boats, and comprises a 
movable platform arranged at the stern of the boat for supporting the 
whole of the propelling machinery, including the paddle wheels or the 
screw, according to which of these propellers is employed in addition to 
the engine or motor and the position of which platform can be altered 


according to requirements. When the boat is provided with one or more 
screw propellers they can be caused to work entirely in the water. 
Moreover, the boat is provided with a traction chain or rope adapted to 
drag upon the bottom of the river or canal when required, so as to con- 
stitute a brake and enable the boat to resist the drawing action of strong 
currents. Two claims. 


ese. BOAT. ALEXANDER G. WILKINS, OF LOUISVILLE, 
Claim 1.—In a boat of the character described, a series of hinged 


paddles supported upon a bar, means for stopping said paddles ina 
vertical position, rods connected to said supporting bar, said rods being 


mounted to slide between rollers journaled in brackets under the deck 
of the boat, and manually-operated means for reciprocating the support- 
ing bars and paddles. Three claims. 


907,629. PORTABLE FOLDING BOAT. PAUL J. MURPHY, 
OF MINNEAPOLIS, MINN. 

Claim 2.—In a portable folding boat, the combination with a folding 
box-like frame adapted to house the hulls and the working parts when 
detached and placed therein, of a pair of hulls, each composed of a 
hollow cylinder having detachable and reversible cone-shaped end sec- 
tions adapted to telescope therein, when reversed, to 
housing length of the hulls, the bodies of which are of less length than 
said box-like frame. Four claims. 


908,016. METHOD OF RAISING SUNKEN VESSELS. SIMON 
LAKE, OF BRIDGEPORT, CONN. 

Claim 6.—The method of raising sunken vessels, which consists in 
‘closing the upper openings in the vessel and then forcing into the in- 
terior a fluent buoyant material capable of solidifying in water and 
containing paraffin and cork, said material being admitted in quantities 
sufficient to displace enough water to permit the vessel to be floated. 
Seven claims. 


908,270. TORPEDO-LAUNCHING TUBE. ALBERT EDWARD 
JONES, OF FIUME, AUSTRIA-HUNGARY, ASSIGNOR TO 
WHITEHEAD & CO., OF FIUME. 

Claim 1.—In combination with a torpedo launching tube, a rod ar- 
ranged outside of the tube and displaceable lengthwise, said rod being 
connected with the firing mechanism, enlarged members formed on the 
tod passing through supporting boxes on the launching tube, said mem- 
bers being provided with grooves curved in opposite directions for en- 
gaging the torpedo stop and starting bolts. Six claims. 


reduce the , 


907,957. SNUGLY-STOWING STOCKLESS ANCHOR. WALTER 
S. BICKLEY, OF CHESTER, PA. ASSIGNOR TO BALDT 
ANCHOR COMPANY, A CORPORATION OF NEW JERSEY. 

Claim 1.—In a stockless anchor, a crown member having flukes, a 
shank, a central opening in one side of said crown member to receive 
said shank, a substantially spherically shaped socket in said crown 
piece, a ball member integral with said shank and bearing in said 


socket in said crown piece, the rear surface of said ball member being 
of continuous substantially spherical shape of less diameter, and a pin 
extending through said crown piece and in proximity to the continuous 
substantially spherical end of said shank. ‘Twelve claims. 

908,168. OYSTER-DREDGING CHOCK. WILLIAM C. TODD, 
OF CHANCE, MD. 

Claim.—A roller-chock for oyster-dredging vessels, comprising a block 
secured to the side of the vessel and at an elevation above the deck, and 
a grooved roller mounted on said block and inclined in two directions 


SSSSSSSSSSS SIS GSN 5 SENN 
pp AAAI 5 SSAA SAN 


Z Z 


with respect to the deck, to wit, downward or back toward the stern 


of the vessel, and also downward or sidewise from the deck toward the 
water. One claim. 


sete SCREW PROPELLER. OLE P. EGGAN, OF SEATTLE, 


Claim.—A screw propeller comprising a forward socket equipped with 
means for fixing it on a propeller shaft, a longitudinal central body 
portion formed integral with and extending rearwardly from said 
socket and having a rear, tapered end, and spiral blades extending in 
the direction of the length of the body portion and increased in width 


from their forward ends to points near their rear ends, anu each 
having an inner portion integral with the body portion and an outer 
portion attached to the inner portion and adapted to be removed and 
replaced with a new outer portion when necessity demands; the said 
tapered rear end of the body portion extending in rear of the rear 
ends of the blades, and the said blades being relatively arranged to 
form spiral channels between them. One claim. 


909,321. TORPEDO. EDWARD O’TOOLE, OF LONDON, ENG. 

Claim.—A self-destructible torpedo comprising a submerged body, a 
propeller therefor, an engine arranged within the body and operatively 
connected with the propeller, an air pipe communicating with said en- 
gine and projecting continually beyond the water level with its upper 
end extending toward the rear of the body to prevent water from enter- 
ing therethrough during the passage of the torpedo through the water, a 
fan driven by said engine to suck air into the body for said engine, an 
exhaust pipe leading from said engine, a brace arranged between the 
exhaust and air pipes and a stationary guiding vane connected to the 
body. One claim. 


122 


International Marine Engineering 


MARCH, 1909. 


3ritish patents compiled by Edwards & Co., chartered 
patent agents and engineers, Chancery Lane Station Cham- 
bers, London, W. C. ; 


15,361. TURBINES. J. KARRER, ZURICH, SWITZERLAND. 

The annular steam jet from the last row of blades of a turbine is 
arranged to discharge into an adjacent chamber into which it draws 
water for its own condensations. The steam jet from the last rotor 
passes through fixed passages into the chamber, water being drawn in 
from another chamber. The mixture passes through a constriction to 
the discharge. The condensing water may be supplied under pressure, 
and the annular chamber may be placed internally. The arrangement 
is applicable to any turbine using condensible motive fluid. 


16,186. RAISING SUNKEN SHIPS. J. HAIGH AND J. GOLDS- 
WORTHY, WALLASEL, CHESHIRE. 

Submerged or partly submerged ships are raised by means of tanks 
which are filled with water and attached to the hull, the water then being 
ejected by means of compressed air. The tanks are provided with tubes 
for the passage of the chain, and, after lowering, the free ends of the 
chain are connected by a shackle. The compressed air is admitted 
through flexible tubes and the water is forced out through valves. Other 
means may be employed for attaching the tanks to the object to be 
raised, and collision mats may be placed between the tanks and the hull. 

16,523. TURBINES. BROWN, BOVERI, ET CIE., AKT.-GES., 
KAFERTHAT, GERMANY. é 

In elastic-fluid turbines of the combined impulse and reaction type, 
the balancing piston is arranged at the high-pressure end of the tur- 
bine, so that its labyrinth packings are subjected to steam which has 


iiss] 


ZA 
(a 
BS 


passed through the expansion nozzles of the impulse part. A duct leads 
steam from a region between the impulse section and the reaction sec- 
tion to one side of the balancing piston. When the impulse section is 
of the Curtis type the wheel may be perforated and the connecting duct 


dispensed with. 

16,996. TURBINES. J. PROCNER, PABLANICE, POLAND. 

In a reversing turbine the nozzles and the corresponding bladings ro- 
tate and the intermediate bladings are fixed to the casing. In each 
stage two sets of intermediate bladings are provided, and to reverse the 
direction of running the nozzles and bladings are rotated to remove them 
from interaction with one set of fixed bladings to interaction with the 
other set. For this purpose the nozzles, etc., are attached to arms which 
are mounted to rotate upon their own axes within the arms integral 


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with the four-part shaft. Steam is controlled by a steam-operated piston 
valve and passes through the channel in the shaft to the center of the 
hollow arm and thence through the nozzles into the outer chamber. A 
channel connects this chamber to the center of the hollow arm of the 
next stage, and so on. ‘The stages are separated by labyrinth packing be- 
tween the shaft and the casing. The inner ends of the nozzle arms are 
provided with bevel wheels which engage ~with wheels on sleeves which 
are threaded internally with screw threads of very long pitch and engage 
with correspondingly cut surfaces on a tubular shaft mounted inside the 
main shaft. This shaft is splined to the main shaft. It is given an axial 
movement to rotate the sleeves, and thereby the nozzle-carrying arms, by 
a steam piston. 

17,226. TURBINES. WARWICK MACHINERY COMPANY, 
LONDON. 

In a multi-stage turbine in which the stages are separated by dia- 
phragms, the steam from the last buckets of one stage is guided to the 
nozzles of the next by a passage formed in a block. The forward end of 
the passage is curved, and a valve is used to regulate the length of the 
passage. To compensate for the increased width of the passage the 
depth is reduced in the direction of the flow. Any escape of steam from 
the wheel chamber outwards is prevented by cylindrical walls. 


18,046. TORPEDO TUBES. SIR W. G. ARMSTRONG, WHIT- 
WORTH & CO., AND E. W. LLOYD, NEWCASTLE-UPON-TYNE: 

An above-water torpedo tube has a permanently closed rear end and 
a perfectly cylindrical chamber extending from the rear for a distance 
equal to the distance between the tail and the suspension tee-piece of 
the torpedo. It is loaded from the muzzle, the tail of the torpedo being 
passed sideways under the snout. A hole is provided to accommodate 
the charging-nozzle for the compressed air. 

19,373. STEERING GEAR. T. L. LIVINGSTON, JARROW. 

In a steering gear, a rudder-head which extends between the screw 
shaft and the guide shaft is provided with cross-beams, one above and 
one below the shafts. Levers connect the nuts to opposite ends of the 
cross-beams, and are so arranged that one is on the aft side of the rud- 


TVERERRTLLERATTE 
ESSN 


der and the other is on the forward side, both being either in com. 
pression or tension. A bearing may be fitted on the rudder head to. 
support one or both shafts, and the upper cross-beam may be dispensed 
with, the bearing being secured to the cross-beam by a circular standard 
which is recessed into the upper surface of the cross-beam. : 

19,424. SHIPS. H. A. MAVOR, GLA v 
GSE HMA 9 SGOW, AND J. H. BILES, 

A turbo-generator plant is employed for supplying the power to sev- 
eral motors driving the screw propeller shafts of cargo vessels. The 
generator plant is subdivided in separate units adapted to supply the 
current to the operating motors of the propeller shafts or the auxil- 
laries, the units into which the generating plant is divided being pro- 
portioned in accordance with the requirements of the different oper- 
ating motors. One of the units smaller than the others may be used in 
the event of the failure of a larger unit, to propel the vessel at a re- 
duced speed, or to operate the auxiliaries, the normal periodicity of 
this unit being half that of the larger unit. The main units of the 
generating plant may consist of turbo-alternators, while the smaller unit 
consists of a generator driven by a reciprocating engine, and capable of 
supplying either direct and alternating current or direct or alternating 
current, so that the auxiliaries may be driven by direct current. : 


19,496. SHIPS’ HULLS. W. P. THOMPSON, LIVERPOOL. 
Curved aquaplanes of approximately catenary shape in a transverse 
direction are attached directly to the sides of the vessel, and, in addition, 
angular or curved fins are attached to the side of the vessel, but ex- 
tending outwards. The screw propeller is mounted in a hollow column 
near the stern, and is driven by bevel wheel or sprocket-chain gearing 


| 


from within the vessel, or the propeller shaft may carry the armature 
of an electric motor completely enclosed in the column. The full cate- 
nary aquaplanes are placed in the center and forward parts of the ves- 
sel and also abaft the propeller near the stern, the partial aquaplanes 
being placed towards the stern. A partly floating paddle wheel may be 
fitted at the stern. 


19,509. LIFE-BOATS; RAFTS. C€. J. BF. VOS, ROTTERDAM, 
HOLLAND. 

Life-boats or rafts are constructed with inner and outer skins of 
plaited cane, wickerwork, etc., without any rigid framework. Between 
the skins is interposed a filling of yielding material, such as flock, 
cork, etc., preferably in three layers, the layers being separated by water- 
proof. canvas layers, 

20,107. APPARATUS FOR DISCHARGING ASHES FROM 
SHIPS BELOW THE SURFACE OF THE WATER. W. R. PRES; 
TON, LONDON, AND G. C. RALSTON, TWICKENHAM. 

A double piston with a space between its parts is adapted to recipro- 
cate in a cylinder provided with inlet and outlet openings, respectively. 
The ashes are expelled through the outlet opening by means of com- 
pressed air, etc., the supply of which is governed by a slide valve 
operated by a tappet rod from the piston rod. As the piston moves 


— 


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backwards towards the opening for a fresh supply of ash it uncovers a 
port, by means of which the excess of fluid pressure in the space is re- 
lieved. The cylinder ends may have suitably-controlled openings for the 
admission and discharge of sea water to remove grit in the cylinder. 


20,241. VALVES. P. FERGUSON, J. B. PROVAN AND J. ROB- 
ERTSON, DUMBARTON. 

A check valve for use in discharge pipes on board ship comprises two 
flaps of semi-conoidal form seating on one another and supported by 
means of eyes on pins. The pins are carried by lugs on a piece pro- 
vided with projecting lugs to fit into recesses in the casing, and also 
with india rubber buffers. The valve casing is formed in the shape of a 
pipe bend and is closed by means of a cover. 


International Marine Engineering 


APRIL, 1909. 


: THE CAR FERRIES OF THE DANISH GOVERNMENT. 


BY AXEL HOLM. 


Although Denmark has been of only minor importance in 
the shipbuilding industry since wood has disappeared as a 
shipbuilding material, due partly to the necessity of importing 
both coal and steel and partly to the same troubles which have 
retarded shipbuilding in the United States, yet the country 
is still foremost in the construction and handling of car’ fer- 
ries. In fact, foreign civil engineers, both from Britain and 
Germany, very often pay visits to Denmark in order to study 
the design, construction and operation of these boats. Many 
years ago the numerous sounds and waterways separating the 
Danish islands led the railroads to resort to the use of ferries. 
These waters are too wide and the traffic not great enough to 


FIG. 1.—STEAM CAR FERRY 


make bridges or tunnels feasible, although bridges at the 
Madsuedsund and Fredericia-Strib crossings are now being 
considered, and a railroad tunnel under the great belt from 
Korsoer to Nyborg has often been under investigation. 

All the principal railroad lines in Denmark, and all those 
using car ferries, are in charge of the government. From a 
very small start in the year 1872, with a single iron-paddle 
ferry, the Lillebaeltu, the traffic has now grown up to a con- 
siderable extent, and so rapidly that some of the ferries 
had to be elongated only a few years after building, as 
will be seen from succeeding table. At present the government 
ferry fleet consists of twenty-two vessels, having a collective 
gross tonnage of about 15,000, exclusive of other vessels used 
in the railroad trade. Car floats are never used, and the 
ferries have only one or two tracks; those described here are 


only intended for railroad cars. Other vehicles are accom- 
modated by special ferries. There are both paddle wheelers. 
and screw steamers, and they are all built of steel (the older 
ones of iron), to the highest class of the Bureau Veritas,. 
increased by the government’s own requirements, based on 
thirty-six years of experience. As the crossings vary in length 
from about 2 miles at Fredericia-Strib to about 28 miles at the 
Gjedser-Warnemtnde crossing, the types of ferries vary, too, 
from small single-trackers for the sheltered waters to big 
double-trackers for the open Baltic service. 

As will be seen from the map, the ferry service takes place 
at eight crossings in the country, but at Malmoe and from: 


STORE-BAELT AT KORSOER. 


Gjedser to Warnemunde one-half of the traffic is cared for by 
Swedish and Meclenburger ferries, respectively. In Table I. 
are shown the date of opening, length of travel, number of 
passengers and amount of goods conveyed and number of 
trips for different-years, etc. In reference to this, it should 
be remarked that before placing ferries on the routes at. 
Gjedser-Warnemitinde and Elsinore-Helsingborg the govern- 
ment railroads had steamers plying at these crossings from 
1886 and 1888, respectively, and that the ferry trafhe between 
Copenhagen and Malmoe was cared for exclusively by the 
Danish ferry up to the year rgoo. 

In Tables IT. and III. are shown names, place of service and 
full data for the entire ferry fleet, and from these are selected’ 
for further description and illustration by drawings a speci— 
men of each type, together with one of the ice-breaking ferries: 


124 


International Marine Engineering 


APRIL, 1909. 


FIG. 2.—PADDLE-WHEEL FERRY KORSOER. 


kept in reserve for hard winter service, viz.: the Christian IX., 
Prinsesse Alexandrine, Kjoebenhavn and Jylland. “Besides 
these ferries and those kept in reserve for extra hard winter 
service there are the four powerful ice-breaking steamers 
Staerkodder, Mjoelnir, Thor and Thyr, of 553, 497, 497 and 518 
gross tons and 600, 800, 800 and 800 indicated horsepower, 
respectively, but as they are not designed for carrying cars 
they are omitted here. 

The twin-screw, double-track ferry Christian IX., plying 
on the Korsoer-Nyborg route, is the government’s latest ad- 
dition to its ferry fleet. As she was built during the year 1908 
‘she represents all the newest improvements, and appears as a 
very handsome and well fitted vessel. The trial trip took 
place on Oct. 20, and, having finished this to the highest satis- 
faction, the ferry went into commission. She is built of steel 
tto the highest class Bureau Veritas, with extra strengthening 


3 


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JUTLAND 


ett yy 
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To Berlin 


ANY 


KILOMETERS 


ic. 5.—MAP OF DENMARK, SHOWING FERRY CROSSINGS AND PRINCIPAL 
RAI_~ROAD LINES BE_-ONGING TO THE GOVERNMENT, 


for resisting ice. She is 290 feet long between perpendiculars, 
with a breadth of 39 feet 6 inches, and a depth of 18 feet 7 
inches. The frames are 6 by 3 by 14/32-inch angles for a 
half length amidships, reduced to 6 by 3 by 12/32-inch bulb 
angles at the ends. They are spaced 25 inches apart. In the 
engine and boiler rooms deep frames, consisting of 8 by 3 by 
16/32-inch bulb angles are fitted. There are no web frames 
used. The reverse frames are 3 by 3 by I1/32-inch angles, 
and where these are not fitted a 3-inch flange is turned on the 


FIG. 4.—ICE-BREAKING FERRY JYLLAND. 


floors. The reverse frames under the engines and boilers are 
single angles, 5 by 3% by 18/32 inches, extending to the lower 
turn of the bilge. The floors are 23 inches wide, and in the 
engine and boiler rooms 15/32 inch thick; elsewhere they are 
15/32 inch thick reduced:to 11/32 at the ends. 

No double bottom is fitted, but wing tanks are provided in 
the boiler room on each side, containing about 60 tons of water 
ballast each for trimming the vessel when unevenly loaded, 
the amount of ballast being controlled by a powerful centri- 
fugal pumping plant in the after stokehold. -Seven water- 
tight bulkheads, extending to the main deck, divide the hull 
into eight watertight compartments. Steering is accomplished 
by means of two steam-operated rudders, the after one being 
balanced, and the transom here cut away in order to facilitate 


i) 

Cast Steel Pieces 
6 Long 3-3’apart 

Ne 


¥ in Metallic Packing 


FIG. 5.—DETAIL OF RAIL FASTENING ON FERRY CHRISTIAN IX. 


the turning of the rudder. The forward one is of the ordinary 
bow rudder type. 

As may be seen from the body plan, the hull is very well 
designed to provide for speed, stability and easy motion, and 
like all these ferries the deck sheer is only slight, correspond- 
ing with the camber of the beams. The center line of the deck 
is thus straight. As on all other ferries a heavy, double 
wooden fender is carried all round the deck outboard, just 
fitting the shape of the ferry berths. 

The drawings show clearly the general arrangement of 
accommodations. As the Danish trains carry three different 
class coaches on the longer routes, the ferries are arranged 
in the same manner, having one accommodation for the first 
and second classes and one for the third. On this boat pro- 


125, 


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saloons are provided both fore and aft, as the Danish trains. 
never run with dining cars, because long trips are always 


International Marine Eng 


vision is made for the first and second classes aft, and for the 
third class forward under the main deck. Of the open decks, 


APRIL, 1900. 


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Of the after saloons the most 


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International Marine Engineering 


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FIG. 7 —LINES OF THE CHRISTIAN IX. 


important are the ladies’ ana gentlemen’s parlors, finished in 
white enamel and gilt, and the dining saloon, capable of seat- 
ing 84 persons, finished in carved and polished birch wood and 
gilt and figured leather. The third-class saloons forward are 
oak-painted with white ceilings. The two saloons on the 
upper promenade deck are finished in polished mahogany. 

At the bow and stern are heavy steel shelves extending from 
the hull, as may be seen, to take the pads of the bridges in the 
ferry berths, and here the steel bulwark is cut away to leave 
a clear space for car shipment. Wooden bulkheads are sub- 


Flying Bridge 


moe and Korsoer-Nyborg. The ferry Kjoebenhavn (Fig. 9) 
may be regarded as the type formerly used for these ferries, 
covering the vessels Kjoebenhavn, Korsoer, Nyborg, Sjaelland 
and Store-Baelt. They are all paddle steamers, built during 
the years 1883-1900. 

The Kjoebenhavn is built entirely of steel and under the 
same conditions as the Christian IX. She has neither double 
bottom nor wing tanks (this being arranged on the ferry 
Sjaelland by elongation of the vessel), but she is divided by 
four watertight bulkheads. The body of the ferry is sym- 


Upper 
Promenade Decks 
Sea F 


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Lower Promenade 


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FIG. 8.—MIDSHIP SECTION OF THE CHRISTIAN IX., 


stituted at these points. Heavy cast-steel stoppers are ar- 
ranged at the ends to secure the train from accidentally run- 
ning overboard, and they are made to swing out of the way 
when in harbor. Furthermore, there are shackles embedded 
in the wooden main deck alongside and between the tracks to 
take turnbuckles for tethering the cars. The rails themselves 
are wedged in channel bars, as shown on the sketch, to pro- 
vide noiseless and soft running under shipment. 

This ferry will probably be the future standard type for 
two-track ferries in the trade between Copenhagen and Mal- 


|) x,344'x 1845 to 14 
Ord.| Floors 23° 137 to 23x Yo Yea 
SseaSSes — = As vate 
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Sketch of Centre Girder "oye 
Cont. 154.5 nt WY 3x3x /22, 


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SHOWING PRINCIPAL SCANTLINGS. 


metrical about the ’midship section, as are the general ar- 
rangements, the wheels being just in the center of the boat. 
Fore and aft rudders are arranged, both being of the bow- 
rudder type, and the transoms, fore and aft, are cut away. 
The arrangement of stoppers and movable bulwarks at the 
ends is similar to that described for the Christian IX. Of 
course this drawing shows the former kind of stoppers, con- 
sisting of heavy wooden booms, to be raised on taps at one 
end, but now this and all other ferries are furnished with the 
cast steel swing stoppers, which give at least 15 feet more 


127 


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International Marine Eng 


APRIL, 1900. 


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128 


International Marine Engineering 


APRIL, 1909. 


useful length of track. Furthermore, there are steel shelves 
like those on the former ferry at the ends. 

The steel paddle steamer Strib is a good example of the 
larger type of single-track ferries. She is much like the 
Kjoebenhavn, having the same symmetrical body and arrange- 
ment of stoppers and rudders fore and aft, and having the 
navigating bridge resting in the same manner on beams arched 
from side-house to side-house. The elongation adding 4o 
feet to the hull ’midship of this ferry has, however, done away 
with the symmetry of the general arrangement, thus moving 
the wheels, engine accommodations and bridge aft, and giving 


both of the bow-rudder type. No double bottom is arranged, 
but forward and aft and in both sides of the boiler room, 
besides in the wheel boxes and on the main deck, are ballast 
tanks for trimming purposes. The hull is divided into seven 
watertight compartments by six bulkheads, extending to the 
main deck. ‘These boats differ from those previously de- 
scribed in the shape of hull at the ends and in the arrange- 
ments for closing in the bow. The deck lines on these ferries 
are wedge-like instead of being semi-circular as on the others, 
but the same steel shelves for taking the car-landing bridge at 
the docks are fitted in both ends. The side-housings are 


so 


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FIG. 10.—PROFILE AND DECK PLANS OF 


space forward under the main deck for an additional third 
class saloon and a large ballast tank for 65 tons of water in 
the bottom. 

All the vessels so far mentioned are ferries intended only 
for navigation on sheltered waters, and consequently they show 
many similarities in appearance and construction. On the 
Baltic, between Gjedser and Warnmiinde, the ferries Prins 
Christian and Prinsesse Alexandrine are used, besides two 
other ferries under the Meclenburg flag, differing much from 
the other types. The Prins Christian is a twin-screw steamer, 
and the Prinsesse Alexandrine (Fig. 10) is a paddle wheeler. 
She was built in 1903 as a single-track ferry, with four 
smokestacks, but in 1905 an elongation and rebuilding was 
found necessary, owing to the rapid and unexpected in- 
crease of the traffic on this route. She now appears as a two- 
tracker with only two smokestacks. Furthermore, the hull 
before lengthening was symmetrical about the ’midship 
section, with the wheels just at the center of the ship and the 
transoms cut away both fore and aft, but now 23 feet are put 
in the body forward of the wheels and 16 feet aft, and the 
forward transom is filled in again. The rudders are as before, 


2nd Officer 


BALTIC FERRY PRINSESSE ALEXANDRINE. 


carried full height clear to the bow, to provide protection 
against the seas, and the entire fore part is so constructed that 
it can be raised about an athwartship horizontal axis, forming 
a sort of portal when raised, and allowing the cars to be 
shipped under it. The raising and lowering of this part is 
done by means of worms driven by steam engines under- 
neath the main deck forward. The stopping arrangement at 
the stern is like that on the other ferries. 

The Jylland, shown in Fig. 4, is a good type of the ice- 
breaking ferries used in winter time. She is 184 feet long over 
all, with a molded beam of 36 feet, a depth of 19 feet 2 inches, 
and at a draft of 16 feet 4 inches displaces 1,048 tons. Pro- 
pulsion is by means of a compound engine with cylinders 30 
and 57 inches in diameter, with a stroke of 33 inches. At 90 
revolutions per minute and a steam pressure of 64 pounds per 
square inch, the total indicated horsepower is 800. Under 
these conditions the vessel is capable of maintaining a speed 
of 11.3 knots. Steam is furnished by two three-furnace 
single-ended Scotch boilers, having a total heating surface 
of 3,238 square feet and a grate area of 113 square feet; 1,760 
pounds of coal are burned per hour, and the total bunker 


APRIL, 1909. 


International Marine Engineering 


129 


capacity is 112 tons, distributed in two wing bunkers and one 


athwartship bunker. 


This is a double-track ferry. 


On the 


lower deck aft are the first and second class dining saloons, 


DABER I: 
EXTRACT FROM THE DANISH GOVERNMENT’S RAILROADS. 


ladies’ cabin and the officers’ quarters. Forward, on the same 
deck, are the third class dining saloon, third class ladies’ cabin, 
crew's and engineers’ quarters. 


OrriciAL ACCOUNT OF THE YEAR 1905-1906. 
Distance NUMBER Ge DOUBLE NUMBER 8 PASSENGERS TONS OF eoens CARRIED iT f 
Date of at RIPS A YEARe A YEAR. A YEAR. ons 0) 
NAME OF CRossING. Openings Crossing oauaveca 
€S- | 1895-1896.| 1900-1901.| 1905-1906.) 1895-1896.| 1900-1901.| 1905-1906.| 1895-1896.| 1900-1901.| 1905-1906. 
Fredericia-Strib......... Mar. 1, 1872.- 2.0 7,643 12,577 12,493 230,630 499,200 570,800 149,127 273,843 368,752 3,165.3 
Gjedser-Warnemunde...| Oct. 1, 1903.) 48.0 |  ......) ...... CAE aera |e meee FA4“TOO| Pee Ubsteteycyels *53,650 7,300.6 
Glyngoere-Nykoebing . ..| Oct, 1, 1889 . 220) 1,581 2,183 2,266 35,137 48,200 57,200 13,017) 20,090 25,612 959.3 
Elsinore-Helsingborg... Mar. 10, 1892 3.0 2,310 3,078 3,456 169,339 287,400 405,600 74.859 95,884 113,051 1,867.8 
Copenhagen-Malmoe. . Octow! 895s mes eo: 329 795 *KG47 2,62 27,700) **38,000 5,513 123,910)  **82,500 3,464.2 
Korsoer-Nyborg........ Dec. 1, 1883..) 16.0 2,333 4,062 4,243] 213,713] 496,400] 571,000} 133,670} 280,773) 349,240] 18,275.7 
Madsnedoe- Qrchoved. ..| Jan. 15, 1884 2.5 2,785 3,740 4,715 98,421 157,900 218,000 44,679 73,934 169,637 2,093.0 
Oddesund. . ..!| June 238, 1883. 2.0 1,999 2,623 2,184 33,486 47,000 55,400 27,777 39,455 51,220 648.2 
* Traffic shared with the Mecklenburg Government, only 4 traffic stated here. 
** Traffic shared with the Swedish Government, only 4 traffic stated here. 
: TABLE II. 
| r 
| Lrncrus BREADTH. é TONNAGE. G lel & | ¢ z ENGINES. 
= £ B| yi x o a lees =] A | FF 
: I ) 519 a (7p) gis as | 
4 - = 3 fee] a2] e¢| 84|e4] 38 A | ge 
= . 5 o 5 ro] 2 im 5 =| oO ra S wo > 
emcees Malena ec) Glos else | Os) eee glk) ee 
B a | 2] 8 Bs o | 2] 8 ISIS) Sie Bele | cme Sete let 2 
6/6/42] "]e] © Sy es BT eB IA |e I) SBE ele 
e) A a Si 
Christian 1X.. _......|2937 97/2907 07/48” 67158” 0/18” 7”/12’ 6”| 2,600*|........|...... 13.0 | 4|12| 7,750|215| 185.0] 100*|...... Wo scllocallanclallonall 100 
Prinsesse Alexandrine ........ 333’ 6”|333’ 6”|36’ 0/61’ 6”|18’ 9”|12’ 6”| 2.425 | 1,733.4 |676.6 {13.8 4112) 7,755|215| 185.0) 1380 ! 3,325) 11314152 |824/63) 36] 2,140 
Prins Christian... -|284” 97/2817 07141” 67157’ 97/29’ 6/14’ 5”| 2,065 | 1,824.0 |686.0 13.75 |. 4/12) 7,557)213| 185.0} 112 | 3,740) 2] 19)313|52 |28|124] 2,200 
KQ@ROER ovooopnospoHeagdens 252” 6” 250/ 0” 34/ 0” 58’ 0” 16/ 0” 9’ 6”| 1,267 971.0 |436.0 '12.25 | 4 12 5,290/180| 79.5) 56 | 2,640) 2/383/63 |...|54| 33] 1,200 
Nyborg -|253/ 6” 250/ 0” Bra 0” 58’ 0” 16’ 0 9’ 6” 1,267 971.0 |436.0 |12.25 | 4/12) 5,290)180) 79.5] 56 | 2,640} 2/333 63 .|54} 33) 1,200 
Sjacland SOOO ROD OREO ACG 293’ 6”1290’ 0134’ 0158’ 07/16’ 97/9’ 3”*| 1,282*| 975.0*/440.0*/12.25*| 4/12) 5,190)/143) 89.5) 56 | 2,860) 2/34 |62 .|54; 36'41,300 
joebenhayn. . .|278/ 07}272/ 0”\34" 0158’ 0”|16" 9”|10/ 0”) 1,455 | 1,091.0 |425.0 |12.5 4/12) 5,1901143| 89.5) 56 | 2,750) 2134 |62 .|54| 36] 1,230 
StoresBaclthtnes snes os sence 2787 61272 67134’ 6/58” 07/16’ 97110’ 4”| 1,462 | 1,114.0 /431.0 |12.5 | 4/12] 5,380/178] 89.5] 56 | 2,860) 2/34 |62 |...154| 34] 1,250 
[Alexandranteprinccmicci sie sone 207’ 6”|206’ 0”|26’ 0”|44’ 07112’ 9”| 7/9”| 725 490.0 |269.0 |10.0 2) 4) 1,928) 64) 79.6} 21 990} 1/32 |60 .|45) 38) 440 
PIN VIA ete veleisressos tarsiocas sfeveue 207’ 6”|206’ 0”|26’ 07/44’ 07/12’ 9”| 779”) 725 490.0 |269.0 |10.0 2) 4| 1,928) 64! 79.6} 32 990! 1/32 |60 .|45) 38) 440 
IDEYETNA oop coocacaccoueadar 209” 0” 206" 3” 26" 0” 43" 0” 12 6” v oe iy 480: 0% 205805 Oe 2 4 1,857 59 79.6 ou: 880) 1 32 60 .|45| 35) 380 
ee Cae ar ere ey a eee ele 
Kronprinsesse Louise.....:.. 209’ 0”|206’ 0”|26’ 0”/44’ 0”|127 9”| 8’ 6”| 665 513.0 |285.0 |10.0 2} 4) 1,929) 63} 79.6} 44 | 1,012} 1/32 |60 .|45| 35) 420 
Kronprins Frederik. . .|180’ 0”|176’ 6”|26’ 07/44’ 0”|12’ 9”) 8’ 7”| 576 414.0 |170.0 |10.0 2) 4) 1,929) 63} 79.6} 21 1,012) 1 28 54 |.../45] 338) 400 
o\¢ 
Marie Renn sceted stan: 204” 6”|199" 3”/31’ 6”|43” 0/113 0”|9” 0”*| 950*| 500.0*|250.0+/10.0* | 3| 6] 3,200] 93| 79.6] 45+) 1,050/{7/537 441“ lT8li501 Sooe 
Waldemareeenrcriiciciienieiice ne | t444.0411404 041314167414 3202) 1340741894074) 550 361.0 |129.0 |10.0 2) 4] 2,132) 62) 79.6] 28 | 1,100} 2/214/364)...|18)134| 575 
Jylland 184’ 0”|180’ 0”|36’ 0”|48” 07/19’ 2”|16” 4”| 1,048 716.0 |253.0 {11.3 2) 6} 3238/1138} 64.0) 112 | 1,760) 1/30 |57 33} 90) 800 
Lille Baelt..................|140” 67/1397 07/267 07/44” 6”|11” 6”| 8” 0”| '399*| 306.0 125.0 | 8.0 | 2| 4) 1.857] 68| 25.6| 253] 1,100] 1/36 |36 |.../45| 34] 280 
Fredericia..................|140” 6”|138” 6/26” 07/44’ 6”|11” 6”| 7” 3”| 390 | 304.0 |132.0 | 8.0 | 2] 41 1,857] 69| 30.0) 253) 1,100] 1/363/363|...|45| 32] 280 
Hjalmar....................{168’ 9”|167" 0”|26’ 07/44’ 0”|12” 0”| 77 0”| 440 | 332.0 |124.0 |10.25 | 2| 4) 1.857] 59] 79.6) 21 | 920) 1/32 |60 |...|45| 37| 400 
Ingeborgerreneeiicii nae 168’ 9”|167’ 0”|26’ 0”|44’ 0”/12’ 0”| 77 0”| 440 343.0 |1386.0 10.25 | 2) 4) 1,857) 59) 79.6) 21 920} 1/32 |60 45] 37) 400 
TABLE III. * About. 
THE RIVETED JOINTS OF CYLINDRICAL BOILERS. 
NAME oF FERRY. Type. Where rand When | Where Engaged. BY H. K, SPENCER, CHIEF ENGINEER U, S. R. C. S. 
Christian IX. Twin eae double} Burmeister & iain, | Ne 
: tra Copenhagen, 1908. i i s 
Prins. Alexandrine | Paddle  wheel,| Schichaus’ Yard, Gjedser - Warne- Assume that the diameter of the boiler shell has been de 
Raine, Gino arene tees “f eribing, 1908: ‘ pee — termined and the quality of the material to be used in its con- 
5 5 Ww, double smore’s ipyarad, easer - arne- . 
track. 903. Be mle struction has been selected, and all the necessary data are at 
IRIE Pee didilie cawhee!; Kochi s pe Korsoer-Nyborg. hand for designing the riveted joints of the boiler. Only 
Nyborg. z CanG uaeet eNO peed Korsoer-Nyborg. those joints commonly used in cylindrical boilers will be dis- 
Sjaelland. Pedal e wheel, Be W., ,Copen- Korsoer-Nyborg. cussed; they are the single, double and triple riveted lap 
ouble track. n, 1887. 9.9 : : 
Keochenhavn: P ad di Rs whee, B. & W., Copen- Copenhagen-Mal- Joints, and the double and triple riveted, double butt-strapped 
; ouble track. agen, 5 moe. joints. 
Store-Baelt. Paddle ‘wheel,| B. & W., Copen- |Korsoer-Nyborg. pucasouics 
double track. hagen, 1900. Let 
Alexandra. Paddle _ wheel,| B. &. W., Copen- |Madsnedoe - Ore- - F - 
= 5 tae tte 3 es nest a P =working pressure in pounds per square inch, i 
as é a = = = oie 5 2 5 : . us 
e a paiigle tracks 796%, 8B eet. re R=inside radius of cylindrical shell in inches, 
agmar. a e wheel, open- |Madsnedoe - Ore- — thi in i 
Aas oe hagen, 1889. Rercil t thickness of shell in inches, and 
Strib. Paddle gue Elsinore, 1901. Fredericia-Strib. T =tensile strength of material in pounds per square inch of 
, single tra ; 
Helsingborg. Single F. and ext Elsinore, 1902. leis - Helsing- section. 
screw, single s 6 : 
ae track, g i er ; The total pressure tending to burst the cylindrical shell of 
Snes P i enue Elsinore, 1891. Encre - Helsing- the boiler longitudinally is, if the length of the shell is 1 inch, 
Kronprins Frederik. ace wpe Elsinore, 1898. Rasiiore - Helsing- 2X R X I X P, which is resisted by two sections of metal 
Marie. 2 screws aft, 1 screw B. & W., Copen- |Madsnedoe Ore- each 1 inch long and ¢ inch thick, having a tensile strength 
foe entee anes hagen, 1890. hoved. T pounds per square inch, so the equation can be written, 
Valdemar. ingl , single) B. & W. : : 
EO Pee ASK IR SR 1 SK PP Se SC HIE BSC TP, Grn IR IP STP Boob (1.) 
lland. i i ‘ - = . : 
y ee Coie ee Brow ieee SESE The pressure tending to tear the shell apart circumferen- 
Lille Baelt. Pa eta 1 ened Riedie, New- |Fredericia-Strib. tially is PaR?, which is resisted by a section of metal of 
Fredericia. PACING Ales Shichau, Elbing, Fredericia-Strib. am (R-+ 1/2t) T square inch,so PrR® = 2am (R + 1/a2t) T, 
: single track. a 
Hjalmar. Pp aldidilje wheel, Shichau, Elbing, Glyngoere - Ny- andeheiea—sonle (1 + t2R) DOOUOOU OOOO OOOO 00900000000 s(A))s 
single track. oebing. i it i ; ; ‘ 5 
Tneehore! PACS Sites, Shichat, Eibing, Osean from which it is seen that a boiler is a little more than twice 


single track. 


as strong circumferentially as it is longitudinally. 


130 


International Marine Engineering 


APRIL, I909. 


To obtain the maximum economy of material in a riveted 
joint it should be so proportioned that it will be no more 
liable to rupture by the tearing apart of the plate than by the 
shearing of the rivets, or by the failure of the plate or rivets 
by crushing. In lap joints and butt joints with single butt 
straps the rivets are in single shear, while in butt joints with 
double butt straps they are in double shear. The shearing 
strength of rivet steel is about 0.8 of its tensile strength, and 
the strength of a rivet in double shear is considered to be 
1.8 times the strength of the same rivet in single shear. Steel 
is used almost entirely for boiler construction. 


T = 60,000 pounds per square inch, 

S = 48,000 pounds per square inch, shearing strength of rivets, 
and 

C = 66,000 pounds per square inch, strength of plate and rivets 
in compression. 


A factor of safety of 4.5 is sufficient to insure bringing the 
working strength well within the elastic limit of the ma- 
terial. 

Equation (1.) shows that the strength, longitudinally, of a 
plain cylindrical shell to resist a bursting pressure is inde- 
pendent of its length, so a girth strip of length equal to the 
pitch of the rivets can be considered. Let 

p =the pitch of the rivets in inches, and 

d =the diameter of the rivets in inches. 


From equation (1.), the strength, longitudinally, of a cylin- 
drical shell, made with a perfectly welded joint, is expressed 
by 

DIR IPSS Tf & GraGl BSS IR IPPWoccco00s000000 000 (3.) 


Any riveted joint is weaker than the plate, because a certain 
amount of the material of the plate must be cut out for the 
line of rivets, so the thickness must be greater than that of the 
cylindrical shell, perfectly welded. 


SINGLE LAP RIVETING. 


The single riveted lap joint is the simplest, but it is never 
used except for joints exposed to the fire, where tightness only 
is essential in the seam, and for the girth seams of boilers of 
small diameter, for moderate working pressures. To show 
the low efficiency of this style of joint, suppose the longitudi- 
nal seam of a boiler to be a single riveted lap joint. The in- 
side diameter of the shell is taken as 72 inches, and the work- 
ing pressure as 80 pounds per square inch. Referring to Fig. 
(1.), and considering a ring of width (p), it is seen that the 
plate, at the line of rivets, has a section of (p—d) ¢ square 
inch and the strength of the shell, in tension, then is, from 
equation (1), 


DIS 1? = COCTD) (PB) Bo oovdovcoccrcv00000000 (4.), 
and the strength to resist shearing is 
DIR IP Ss AB Wea Ys oo 000 0000 00000060 Db OD ODDS (5.), 


and the resistance to crushing is, taking the projected area of 
the rivet as the area of rivet and plate in compression, 
PRL =66;000 tdi itancne eas ee Ce eee LER (6.) 


It is seen that all these expressions are equal, therefore, com- 
bining (4) and (6) gives 


60,000 (p —d) t = 66,000 d t,and p=a21d...... (7.) 
The efficiency of the joint is 
[(p —d) /p] X 100 = [(2.1d — d) ~ 2.1d] X 100 = 52.38 


percent. 
Combining (5) and (6) gives 
48,0007d*/4 = 66,000 dt, and t = 0.5712 d........(8.) 

For the 72-inch boiler, the value of d can be found from 
equation (6) by substituting in it the values of p from (7), 
and ¢ from (8), and the known quantities R and P, and intro- 
ducing the factor of safety, 4.5. Then 

2.1 d X 36 X 80 = (66,000/4.5) X 0.5712 a’. 


d = 0.7219 inch. 
t=0.5712 d = 0.4124 inch. 
p = 2.1 d = 1.516 inch. 


DOUBLE LAP RIVETING. 


The double-riveted lap joint is frequently used for the longi- 
tudinal seams of boilers of small diameter and moderate work- 
ing pressures and for the girth seams of large boilers to carry 
high pressures. For comparison with the single riveted lap 
joint, suppose the longtitudinal seam of the boiler under con- 
sideration to be a double-riveted lap joint. The riveting may 
be arranged either as in Fig 2, called chain riveting, or as in 
Fig. 3, called staggered or zigzag riveting; the latter is gen- 


C 


H 
‘| 
tt 
1 
i! 


S[=es 
IsPo—| 


eens A 
IE 


Was 
MQ Y 
SS 


— 
Cee 


Kees) 


P| 
a 


aR 
me 2 = 


a 6 


LAP AND BUTT JOINTS. 


erally used, as it gives the same strength as chain riveting, 
with less material in the lap. 

As before, consider a ring of width equal to the pitch of the 
rivets. For tensile strength, equation (4) is used unmodified, 
and p R P = 60,000 (p — d) t. 

In this joint there are two rivets to take the shearing and 
crushing stresses, so equations (5) and (6) are modified, re- 
spectively, to 

Dp IR IP SS Adon < Bat VAs cocscecvcascosboesed (9.) 
DPIRGRS== 60000 2d ites seiceteeryeee ace hea (10.) 
Combining (4) and (10) gives 
60,000 (p — d)t = 66,000 & 2 d t, and p = 3.2 d.(11.) 
The efficiency is (3.2d — d) / 3.2d X 100 = 68.75 percent. 
Similarly, combining (9) and (10) gives 
48,000 X 2™d°/4 = 66,000 X 2 d t, and t=0.5712 d..(12.) 

Substituting the values of p and ¢, as given by equations 

(11) and (12), in equation (10) gives, using, as before, a 


APRIL, 1909. 


International Marine Engineering 


131 


nt 


factor of safety of 4.5, 3.2d X 36 X 80 = (66,000 /4.5) X 2 X 
0.5712 d’, and 
d=0.5504 inch, 
t=0.5712 d = 0.3142 inch, 
p = 3.2 d = 1.763 inch. 


TRIPLE LAP RIVETING. 


In a triple-riveted lap joint, Fig. 4, there are three rivets in 
single shear, and three to take the crushing stress, so the equa- 
tions for this style of joint are as follows: Equation (4), 


p RP =60,000 (p —d) ¢, 


p RP = 48,000 X 3707/4. ....- +2201 eee cece (13.) 
pRP=66,000 X 3 d f...-.-- + eee ee ees eae esses (14.) 
combining (4) and (14) gives p = 4.3 d......-. (15.) 


The efficiency is [(4.3d —d) / 4.3d] X 100 = 76.74 percent. 
Combining (13) and (14) gives t = 0.5712 d.... (16. ) 

Substituting the values of p and ¢, as given by (15) and 
(16), in (14), introducing the factor of safety, 4.5, and the 
values of R and P, as used before, gives 

d = 0.4927 inch, 
t=0.5712 d = 0.2815 inch, 
p = 4.3 d =2.119 inches. 

In staggered riveting, the distance between the rows of 
tivets must be such that the plate will not tear obliquely be- 
tween the rivets. Here the metal is subjected to a combined 
tension and shearing stress. By making the angle ABC, Fig. 
3, about 4o degrees, sufficient strength is given and the dis- 
tance between rows of rivets is about 0.42 p, as a minimum. 


BUTT JOINTS. 


For butt joints with single butt straps the same diameter 
of rivets, thickness of plate and pitch of rivets would be ob- 
tained as with lap riveting, though double the number of rivets 
would be used. The butt strap should be the same thickness 
as the plate. 


DOUBLE BUTT STRAPS, DOUBLE RIVETING. 


A double-riveted butt joint, with double butt straps, is 
shown in Fig. 5. Such seams can be used for the longitudinal 
seams of boilers of small diameter for moderate working pres- 
sures. It will be considered as applied to the 72-inch boiler for 
80 pounds pressure, for comparison with the double-riveted 
lap joint. - 

It is evident that the section of plate along the line AB is 
the one to be considered in calculating the tensile strength, 
and the section of plate in tension is (p — d) ¢. Each rivet 
presents two sections to resist shearing. Putting the shearing 
strength equal to the crushing strength gives an equation simi- 
lar to (12), but in this case the rivets are in double shear, and 
hence have a value 1.8 times that given by (12), and 

B SOQ G S< 183 ==] 1023 lo o000000000009800000 (17.) 

As was done with the lap joints, the tensile strength of the 
plate section can be placed equal to the strength of the rivets 
or plate in compression, and equations (4) and (10) hold true 
here, so p = 3.2 d, and the efficiency is the same as for double 
lap riveting, 68.75 percent. 

Substituting as before, and using the same factor of safety, 
gives 3.2 d X 36 X 80 = (66,000 / 4.5) X 2 X 1.028 d’, and 

d = 0.3056 inch. 
t= 0.3142 inch, 
p =0.9778 inch. 

It is seen that, while this joint gives the same efficiency and 
thickness of plate as the double-riveted lap joint, it gives a dif- 
ferent proportion of rivet diameter to plate thickness. For 
strength alone the butt straps need be only one-half as thick as 


the plates, but for tightness and rigidity they are made equal to 
three-fourths of, or to the plate thickness. The angle ABC 
must not be less tnan 4o degrees. 

The double-riveted, double but strapped joint, when 
used, should be made as in Fig. 6, with alternate rivets in the 
outer rows omitted. In this joint the pitch is taken as the 
distance between centers of the outer rivet holes; that is, along 
the line AB. The tendency to rupture must be no greater 
along the line CD than along the line AB. The section of 
plate at AB, to resist tension, is (p —d) t, and its strength is 
expressed by equation (4), while that along CD is (p — 2d) ft, 
but the weaker section at CD is compensated for by the rivet 
sections in the outer row, which must be sheared by the burst- 
ing pressure, in addition to tearing the plate along the line CD. 
The total resistance to rupture along that line is expressed by 
the equation 

b R P = 60,000 (p — 2d) t + 48,000 X 1.87d?/4. (18.) 

For shearing, the strength is expressed by 

Dp IR IP = CBwoo XK 3 SK BBM co c0 00000000000 (19.) 
For compression, the equation is the same as (14). 
As all these expressions are equal, 


Ly 
RSS TBS 


SEN 
PIT DD 


60,000 (p — 2 d) t + 48,000 X 1.87d’/ 4 =, 60,000 
(p — d) t, which, rewritten, expresses the condition 
for equal strength along AB and CD as 60,000 d ¢ 
== BOCD SC RBTUA/A, 0400 000000000000000000000c (20.) 


Equation (20) shows that the rivets in the outer rows must 
have a shearing strength equal to the amount by which the 
tensile strength of the plate at the inner row is reduced, by the 
additional rivet hole in that row. 

Putting the tensile strength equal to the crushing strength, 
60,000 (p — d) t = 66,000 X 3 d t, and 


132 


The efficiency of the joint is the same as for the triple-riveted 
lap joint, 76.74 percent. 

This style of joint is used for the longitudinal seams of 
boilers for moderately high working pressures. Suppose it to 
be used in a 72-inch boiler to carry 80 pounds pressure, then, 
using a factor of safety of 4.5, 

d = 0.2489 inch, 
t= 0.2815 inch. 
p = 1.071 inches. 


For a 12-foot boiler, to carry 120 pounds pressure, 
d = 0.7466 inch, 
t = 0.8444 inch, 
p = 3.197 inches. 
For a boiler 14 feet inside diameter, to carry 160 pounds, 
d =1.161 inch, 
= 1.314 inch, 
p = 4. 904 inches. 


DOUBLE BUTT STRAPS, TRIPLE RIVETING. 


Fig. 7 shows a triple-riveted, double butt strapped joint. 
Each section of width p presents three rivets in double shear 
to resist the shearing stress, and three to withstand crushing. 
Putting the tensile strength equal to the crushing strength 
gives 60,000 (p — d) t = 66,000 X 3d t, from which, 


The efficiency is 76.74 percent. 

There being three rivets in double shear, the proportion of 
t to d is the same as that expressed by equation (17), and 

= hoc HmecrcuadooouEDUooG ade Doo aaceCIOSC06O (24.) 

For the 14-foot boiler for 160 pounds working pressure, the 

results are 
d = 1.278 inches, 
= T.314 inches; 
p = 5.407 inches. 

The efficiency and thickness of plate are the same as ob- 
tained with triple lap riveting and double butt riveting, omit- 
ting alternate rivets in the outer rows. 

The triple-riveted, double butt strapped joint, when used 
for boilers to carry high pressures, is made with the alternate 
rivets in the outer rows omitted, as in Fig. 8. The pitch is 
taken as the distance between centers of rivets in the outer 
rows. Here for each pitch there are five rivets in double 
shear, and five to resist crushing. The joint must not be more 
liable to fail along CD than along AB, so here again the con- 
dition must be 60,000 d t = 48,000 X 1.87d?/4, and t = 1.131 d. 

(25.) 

Equations, one similar to that from which (23) was derived, 
expressing equal strength along AB and CD, and one giving 
the strength in compression, can be written, and 

60,000( — 2d) t + 48,000 X 1.87d?/4 = 60,000 (p—d) t 

= HOOD SK § Gh, eral py S=O8 Goooocccocesce (26.) 
The efficiency is 84.61 percent. 


For a boiler 14 feet in diameter, to carry 160 pounds 
pressure, 
d = 1.053 inches, 
t= TI.191 inches, 
p = 6.846 inches. 


The triple-riveted joint is sometimes made, as in Fig. 9, 
with not only the alternate rivets in the outer rows omitted, 
but also the alternate ones in the inner rows. The condition, 
60,000 dt = 48,000 & 1.87d?/4, must also be kept here, and 
again, f = 1.131 d. 

There are four rivets in double shear and four in com- 
pression for each pitch, and p = 5.4d. The efficiency is 
81.48 percent. 

For the 14-foot boiler, 

d = 1.094 inches, 


International Marine Engineering 


APRIL, 1909- 


t = 1.237 inches, 
p = 5.907 inches. 

The most efficient triple-riveted butt seam is obtained by the 
arrangement of rivets shown in Fig. 10, where the number of 
rivets per pitch is reduced by one in each row, outward from 
the butt. Here again the condition must be kept, that 60,000 d ¢ 
= 48,000 < 1.87d?/4, and t = 1.131 d. 

There are six rivets in double shear and six in compression 
in each strip of width p, which is the distance between rivet 
centers in the outermost row, and p = 7.6 d, which makes the 
efficiency 86.84 percent. 


For a 14-foot boiler, to carry 160 pounds, 
d = 1.003 inches, 
t = 1.134 inches, 
p = 7.622 inches. 

A form of triple-riveted butt joint is shown in Fig. 11. It 
is used for the longitudinal seams of locomotive boilers which 
have diameters as large as 84 inches and carry pressures up to 
220 pounds per square inch, It is seen that in each strip of 
width p, which is taken as the distance between rivet centers 
in the outermost rows, there are four rivets in double shear 
and one in single shear, and that there are five rivets to resist 
crushing. The resistance to rupture along CD must equal 
that along AB; that is, the tensile strength of the plate at CD, 
plus the strength of the rivets in the outermost row in single 
shear, must be equal to the tensile strength of the plate along 
AB, or algebraically, 60,000 (p — 2d) t + 48,0007d*/4 = 60,000 
(p — d) t, which imposes the condition, 60,000 d t = 
EByooomer iA, eal F == O6288 Wooc0v0000000000000000000 (27.) 


For equal strength to resist tearing, at AB or CD, shearing 
and compression, the equations can be written, 

60,000 (p — 2d) t + 48,o007d*/4 = 60,000 (p — d) t = 

Goon S< & a eral /) = OF Go 00000000000 Msiesiatels (28.) 

The efficiency is 84.61 percent, the same as for the joint 
shown in Fig. 8. 

For a 14-foot boiler for 160 pounds working pressure, 

d = 1.806 inches, ; 
t = 1.191 inches, 
p = 12.32 inches. 

For a locomotive boiler 78 inches inside diameter, to carry 

a working pressure of 200 pounds, the results are 
d = 1.103 inches, 
t = 0.693 inch, 
p =7.169.inches. 

From equations (25) and (26), for the same boiler, 

d = 0.613 inch, 
t = 0.693 inch, 
p = 3.983 inches, 

and, if made as in Fig. 10, 
d= 0.5957 inch, 
t = 0.6737 inch, 
p = 4.527 inches. 

Made as in Fig. 11, with the narrow butt strap outside, a 
good calking edge is presented, with the minimum distance be- 
tween rivets, so the arrangement not only gives high efficiency, 
but insures tightness, where comparatively thin plates are 
used. It is seen that such riveting would be impracticable for 
boilers of large diameters, for high pressures, because of the 
large diameter of rivet necessary. 

Figs. 1 to 6, inclusive, are drawn to the same scale and 
show the results obtained by applying the different styles of 
riveting to a boiler 72 inches in diameter to carry 80 pounds 
pressure. Figs. 7 to 11, inclusive, are also drawn to the same 
scale, and are calculated for the 14-foot boiler. For con- 
venient comparison, the results obtained by applying the dif- 
ferent styles of riveting, as shown by Figs. 6 to 11, inclusive, to 
the longitudinal seams of a 14-foot boiler to carry a working 


APRIL, 1909. 


International Marine Engineering 


i 


pressure of 160 pounds, are tabulated below. 2” = number of 
rivets per pitch. N = number of rivets in a seam Io feet long. 
E = efficiency, percent. 


FIGURE. d. t. p. 2n. N. KE 
6 1.161 1.314 4.994 6 144 76.74 
7 1.278 1.314 5.497 6 132 76.74 
8 1.053 1.191 6.846 10 176 84.61 
9 1.094 1.287 5.907 8 164 81.48 
10 1.003 1.134 7.622 12 190 86.84 
11 1.896 1.191 12.32 10 98 84.61 


If, instead of using the riveting shown in Fig. 7 for the 14- 
foot boiler, that shown in Fig. 8 was used, a saving of 2,360 
pounds in the weight of the shell would result, by using that 
shown in Fig. 9, 1,480 pounds, and by using that shown in 
Fig. 10, 3,450 pounds. 

In general, it may be said that the efficiency of the double 
butt strapped joint can be indefinitely increased by increasing 
the number of rows of rivets, while decreasing the number of 
rivets in each row by one, outward from the butt of the plates. 


CIO | ory 
ROAST 
SSN NB Pz) 


AIS CdR’ 
QTR ATE AQAG 
NG NIDaL WDC 


A 


Fig. 11 


Then, if the condition, S X 1.87d’/4 = T d t, is maintained, 
the joint will be equally strong along each row of rivets, and 
the section plate at the outer row of rivets is the measure of 
the efficiency. 

GENERAL RULES. 

A quality of material, giving different values of T, S and 
C than those assumed by the writer, would often be used, so 
general expressions for ¢ and p, in terms of d, are given. 
Let » equal one-half the number of rivets in a girth strip of 
width equal to the pitch. 

For lap joints, 


2 = ©7854 d SHC, oF d = 1273 b GiSocaccoc00c (29.) 

Pp) = (Co— DG ocsoocacosco cond scsdcnanenc (30. ) 
For butt joints with double straps, all rivets in double shear, 

pS ri a SKC, OF GS O88 008 KC/Scoccococcde (31.) 


For double butt joints all rivets in double shear and alter- 
nate rivets in the outer rows omitted, 


iS rina @ S/T, oF ¢ SS O8 908 8 L/So0000000000 (32.) 


If the rivets in the outer rows are in single shear, 
>= og d Sf, OF ¢ = 1B b UHSo000000600 (33.) 


For the last three cases, the general expressions for the re- 
lations of p to d are the same as (30). 

An extra 1/16 inch is usually added to the thickness of plate 
found by the formule, as an allowance for corrosion, so the 
designed pressure may be carried until the plates have lost that 
much in thickness. 

GIRTH SEAMS. 


The pressure acting to tear the boiler apart circumferen- 
tially is P R. Equations (1) and (2) show that the shell 
itself, as designed for strength longitudinally, is twice as strong 
as need be to resist rupture circumferentially, so, in the girth 
seams, the shearing strength of the rivets is all that need be 
considered. Assuming that the rivets in the girth seams are 
the same size as those in the longitudinal seams, and calling 
the total number of rivets in the seam (m1), the equation for 
their shearing strength is 
PrtR?= (48,000/4.5) X mmd?/4, and m: = 3 P R?/8,000d. (34.) 

The length of the seam to be riveted is 2m (R -+ t) inches, 
so, if m2 is the number of rows of rivets in the seam, the pitch 
of the rivets will be 


fn SS Pint (UR tb 8) // fito09000000060000000006000 (35-) 


For a boiler 14 feet in diameter, to carry a working pres- 
sure of 160 pounds, d = 1.053 inches for the longitudinal rivet- 
ing, if as in Fig. 8, and m: = 382, and then, from (35), using 
the proper value of t, p1 = 2.804 inches, the girth seams being 
double-riveted lap joints. 


CENTER OF RIVET TO EDGE OF PLATE. 


In all riveting, the distance from the center of the rivet 
hole to the edge of the plate must be such that the plate in 
front of the rivet will not fail, as in Fig. 12, by tearing apart, 
and also there must be no possibility that the metal will shear 
out along the lines ab and cd. The latter will not occur 
in lap joints when 2 J, ¢t S is greater than md°S/4, or in double- 
strapped butt joints when 2 J, t S is greater than 1.87d? s / 4 

The metal directly in front of the rivet is subjected to a 
stress similar to that of a beam fixed horizontally at both ends, 


Fig. 12. 


and loaded in the middle. The length of the beam is d, the 
diameter of the rivet; its depth is 4 — % d, and its breadth is 
t. The load, which will be called P:, is that tending to shear 
one rivet, and is equal to the load tending to rupture a ring of 
the shell of width equal to the pitch, so, if m is taken to repre- 
sent the number of rivets in a lap joint, or one-half the number 
in a butt joint, for each strip of width p, Pi = p R P/n. (36.) 
From the equation for safe loading for a beam fixed hori- 
zontally at both ends, with a single load in the middle, calling 


the ratio, #/ d= ns, i =d / 2+ VPi/ 16,000 7 ... - 37.) 
or, substituting the value of (P:), ‘ 
has i ado WV PIRI) AASCO CD (os 00 00 000040 oon (eh) 


For the 14-foot boiler, with riveting as in Fig. 8, d = 1.053 
inches, t / d = 1.131, p = 6.846 inches, and, substituting these 
values in (38), 4 = 1.52 inches. 

In calculating the stays for the flat surfaces in a boiler, it is 
not considered that the material in the surface supported has 


134 


International Marine Engineering 


any value in resisting the bursting pressure. Whenever pos- 
sible the stays should be so spaced as to permit a man to pass 
between them; this can always be done with the through 
braces above the tubes, where the plates can be reinforced by 
large washers riveted to the plates supported. Here the pitch 
is seldom greater than 16 inches. Calling the pitch of the 
stays p, the load each stay supports is p*2 X P, P being the 
boiler pressure. Each square inch of net section of the stay 
should safely support a working load of 10,000 pounds 
(working stress allowed by Lloyds), so, calling the diameter 
of the stay d2, the equation for its strength is 


p*s P = 10,0007d*./4, and dz = .0113 f2 V P......(30.) 


Let p2 = 16 inches and P = 160 pounds, then d2 = 2.279 
inches. 

The fire surfaces of a boiler have a thickness of 4 inch to 
5g inch, and the plate cannot be reinforced with washers, so 
the strength of the square of plate supported by four stay 
bolts is considered. Its support is such that the square of plate 
can be considered as a beam fixed horizontally at both ends, 
and the load uniformly distributed over the whole upper sur- 
face. Call the pitch of the stay bolts ps; and the thickness of 


5 —— = 
> D--| 


FIG. 13. 


the plates ts, then, from the formula for the safe loading of a 
Leam fixed horizontally and uniformly loaded, 


Ps TS Gite WV ol ena Re ny eee ee ee Oe (40.) 
where P is the boiler pressure. 

Applying the above to a boiler with %-inch sheets in the 
back connection, to carry 160 pounds working pressure, gives 
p = 6.13 inches. 

Allowing these stay bolts a safe working load of 8,000 
pounds per square inch of net section, as allowed by Lloyds for 
such stays, their diameter is 

d= 0127 Pr NOP seen Ee eee (41.) 

Let ps = 6.13 inches, and P = 160 pounds, then ds = 0.9845 
inch. 5 

The top sheet of the combustion chamber must be supported 
by ‘stays, but here it is not practicable to stay one sheet to an- 
other, so these stays are carried on girders, bridging the top of 
the fire-box from the back-tube sheet to the back sheet of the 
combustion chamber. The depth of the combustion chamber 
is generally such that three stays placed equally distant from 
the ends of the girders, and from each other, will give a proper 
pitch for them. The girder is in the condition of a beam 
supported at the ends and loaded with three loads symmetri- 
cally placed. It is made of a pair of plates separated by dis- 
tance pieces slightly more than the diameter of the stays, and 
held together by rivets somewhat as in Fig. 13. 

Let ps be the pitch of the stay bolts along the girder, and 
ps the pitch of the girders: The load on each stay is 
PX ps X ps. Let h be the depth of the girder and b the thick- 
ness of one plate of the girder, then, from the equation for 
safe loading for such girder, 


P (Pops — lopsps) 
=| —_—_——_—_—__———— 


12,000 b 


APRIL, I1909- 
where /2 is the distance in inches between suports. 
psP } 
Very often h = 4 ps, then h = .0316 ps4 | ——— ..(43.) 
b 


By making b = 1/10 ps, which gives a good proportion of 
thickness of plate to depth of girder, h = 1 ps W Po .(aa) 

Assume, for a boiler to carry 160 pounds, that l, equals 24 
inches, ps = 7 inches, and b = 1/10 ps = 0.7 inch, then from 
equation (44) h = 7.59 inches. 


THE TWIN-SCREW SHIP LADY FRASER. 


There was launched March 1, from the yard of the Fair- 
field Shipbuilding & Engineering Company, Ltd., the pilot 
cruiser Lady Fraser, which has been specially built for the 
service of the Indian government. She is a twin-screw vessel, 
length 301 feet 6 inches, breadth 38 feet, and depth 21 feet, with 
a speed of 12% knots; schooner-rigged, having three pole masts 
specially high for signaling purposes, and fitted for wireless. 
telegraphy. A special feature is the pilot’s pinnace, which is 
placed on chocks between the main and mizzen masts, and a 
most efficient arrangement has been made for the rapid han- 
dling of this boat, which has to be unshipped at sea with the 
pilots on board, four steam winches being provided for this 
purpose. 

Under the forward end of the bridge deck there is situated 
a large, well-lighted and handsomely decorated saloon for 
the use of the pilots as a reading and smoking room. This 
may be transformed into a dining saloon when desired. There 
is also an elegantly furnished suite of staterooms and bath 
room for the use of the government officials, and abaft these 
rooms is the accommodation for the ship’s officers, each having 
a separate cabin. The captain’s cabin, combined with the 
chart room, is arranged under the bridge. Commodious ac- 
commodation for the pilots, twenty-six in number, is arranged 
on the lower deck, forward, where two large dining tables, 
with revolving chairs, are fitted. The pilots are berthed in swing- 
ing cots, which are unshipped and stowed in racks when not 
in use. The leadsmen’s quarters, fitted up to accommodate 
ten persons, is on the lower deck, immediately abaft the engine 
room, and aft of this again, and separated by a steel bulk- 
head, is the crew’s quarters. 

The native crew, including deck hands, firemen, servants, 
etc., numbering about fifty, as well as the leadsmen, sleep in 
hammocks, and their quarters are spacious and well ventilated. 

The crew’s washhouses, etc., are located on the upper deck, 
aft. 

Cold chambers for preserving meat and vegetables are fitted 
on the platform deck under the crew’s quarters, with access 
by means of a trunk from the bridge deck. These compart- 
ments are efficiently insulated with granulated cork, and cooled 
with brine led from the refrigerating machine, which is placed 
at the after end of the engine room. Brine is also led to the 
thermotanks on the upper deck, which supply cold air to the 
officers’ and pilots’ quarters, this being regulated by means of 
louvres in each compartment. Special attention has been given 
to the natural ventilation of the vessel, which is most efficient 
throughout; portable electric fans are fitted in the staterooms, 
pilots’ quarters, smoking room and engineers’ mess. There is 
also a complete installation of electric lights. 

The propelling machinery consists of two triple-expansion: 
surface-condensing engines, each having three inverted cyl- 
inders working on three cranks. The high-pressure and inter- 
mediate-pressure cylinders are-each fitted with a piston valve, 
and each low-pressure cylinder with a single ported slide 
valve, all the valves being worked by the usual double ec- 
centric and link-motion valve gear. The crankshaft is in 


ApRIL, 1909. 


three pieces, each piece being built and interchangeable, and, 
together with the thrust, tunnel, and propeller shafts, is of 
forged mild steel. Each screw propeller has three blades of 
bronze. 

The condensers are separate from the main engines, built of 
steel boiler plates and galvanized, the condensing water being 
supplied by two large centrifugal pumps, one for each con- 
denser, each worked by an independent steam engine, and 
each capable of supplying circulating water to either con- 
denser in the event of one pump being disabled. Both cir- 
culating pumps will be connected to large valves leading to the 
bilges, so that in case of need these pumps could be utilized in 
pumping out the engine room. 

There are two boilers, of the multitubular marine type, to 
work with natural draft, constructed entirely of steel and 
adapted for a working pressure of 200 pounds per square inch. 


BUILDING A HARBOR. 


BY CHARLES F. HOLDER. 


In following along the shore line of California, one is im- 
pressed with the fact that in the 600 or more miles of sea 
coast, from San Diego to San Francisco, there are but two 
good harbors. Both are at the extremes. San Diego Bay is a 
fine, natural harbor, as is also San Francisco Bay; but be- 
tween these two the harbors are not worthy the name, and 
in the East would be termed open réadsteads.- Monterey Bay 
affords some protection, bit Hueneme, Fort Harford, Santa 
Monica, Redondo, Ventura and Newport are open roads, from 
which all vessels are obliged to flee in case of bad storms. 


International Marine Engineering 


i 


135 


Long Beach and at other points. For many years attempts 
have been made to secure a large government appropriation 
for a harbor at some point, but owing to local jealousies the 
end wished for has invariably been defeated. Various boards 
have been appointed by the government to report upon a 
suitable site, and with remarkable unanimity they have re- 
ported on San Pedro. But the Southern Pacific Railroad—a 
strong factor—took the field in favor of Santa Monica, and so 
the matter has been delayed until within a year or two, when 
a final board reported again in favor of San Pedro, and the 
work began—perhaps the largest contract of the kind ever 
given in America; certainly the largest on the Pacific Coast. 

The location selected has this advantage: that it already has 
a good harbor, affording protection and wharfing to full-rigged 
ships and to the largest Pacific coastwise steamers. The en- 
trance and the inner harbor is shown in Fig. 1. The location 
was originally a lagoon, formed by Dead Man’s Island; but 
by breakwaters it has been changed into a small but good har- 
bor of refuge, the narrow entrance leading to an inner bay of 
large extent, which can readily be dredged and made a good 
harbor for a large fleet. But the plan at present is to form 
an outer harbor, and to this end the government advertised for 
bids for work on a breakwater of stone, which should be built 
across the field of the prevailing wind. The breakwater was 
to be 8,500 feet in length, which it was estimated would pro- 
vide an area of quiet water equal to 1 square mile. The na- 
ture of the work can be imagined when it is understood that 
the water in which the wall of rock was to be built ranged in 
depth from 25 to 52 feet. To build up the wall would require 
2,290,000 tons of rock. The government demanded that a 


FIG. 1.—THE ENTRANCE AND INNER HARBOR AT SAN PEDRO. 


Santa Barbara, due to the islands off shore, affords fair pro- 
tection to shipping, but all these ports are not harbors, and 
the growing commerce of the past decade has been seriously 
hampered by the lack of a port where vessels could lie at all 
times; a port in the vicinity of Los Angeles—the center of 
commercial activity in Southern California. 

This demand has found expression in various directions. An 
attempt was made to build a wharf at Redondo, a few miles 
from Los Angeles, and many vessels stop there, but they lie at 
the long wharf in the roll of the surf, and would be obliged 
to leave in a gale, which, it may be said, rarely comes. A 
similar port is seen at Santa Monica, where the Southern 
Pacific Railroad has built a fine wharf directly out to sea in an 
open roadstead; and piers have been constructed at Newport, 


floor, or base, should first be made by the deposition of small 
stones on the ocean bottom, regularly arranged, which was to 
be the platform upon which the wall was to rest. Upon this, 
for a distance of 12 feet upward from the bottom, there should 
be a mass of stone which should weigh 130 pounds to the cubic 
foot; none of the pieces to weigh less than 100 pounds; one- 
third to weigh not less than 1,000 pounds, and one-third of the 
pieces not less than 4,000 pounds in weight. At this stage, or 
when a height of 12 feet is completed, the base must be 90 
feet in width, and from this point on the wall to gradually 
lessen in width, being formed entirely of rocks ranging from 
6,000 to 16,000° pounds in weight, the largest being piled upon 
the outside, where it is assumed the sea will break with the 
greatest force. 


136 


International Marine Engineering 


APRIL, 1909. 


nn SSS. 


The work of construction is now being vigorously carried on 
by the contractors. San Pedro is a small town, reaching out 
in the direction of a prominent headland known as Point 
Firman. At a point about 2 miles from the town and op- 
posite the location of the breakwater, the construction com- 
pany have begun operations by building an elaborate bridge of 
piling, Fig. 2, which reaches out from shore like a huge snake. 
This is to enable the cars loaded with rock to reach the head 


disappear, while a mass of foam and water rises high in air— 
a striking spectacle from the distant shore. : 
The work is progressing rapidly, and for some distance the 
breakwater is at the surface, so that the sea breaks upon it. 
A sea captain, who leaves the port of San Pedro daily, in- 
formed the writer that already the effects of the wall are 
appreciable, and that the heavy swell which formerly was 
met at the entrance of the outer harbor is no longer felt in so 


FIG. 2.—CONSTRUCTION PIER USED 


of the breakwater. The rock comes from several quarries— 
Chatsworth and Declez being the most important, the latter 
60 or 70 miles distant. The Chatsworth stone, judging from 
samples taken by the writer from the car while it was being 
weighed, is a very soft and friable sandstone, easily crumbled 
in the fingers; yet experts have pronounced it amply sufficient 
for the purpose. The inspector stated that only about one- 
fifth of the work was to be made of this stone. The rock from 


the Declez quarry, at Colton, is a granite abounding in mica, 


FIG. 3.—HANDLING THE STONE ON THE CONSTRUCTION PIER. 


undoubtedly well adapted for the purpose. The cars are 
loaded at the quarry with huge blocks and shipped without 
delay to San Pedro; when within an eighth of a mile from the 
pier each car is rolled upon a scale and weighed, then when 
the entire trainload has been weighed the cars are sent down 
the line out upon the long pier. Here is stationed a powerful 
engine, with a crane, which lifts the stones, Fig. 3, from the 
cars and turns them over the water, where they hang sus- 
pended a moment until the engineer jerks a release string, 
shown in Fig. 3, and the huge rocks fall with a crash and 


IN BUILDING THE BREAKWATER. 


marked a degree, and in his estimation in a year and a half 
the sea wall, while not completed, will be fully up to all that 
is required of it. It was estimated that five years will be re- 
quired to complete the work, at which time the breakwater 
will rise 14 feet above water at low tide and about 
7 at high tide. The contract price was $2,375,000, and it is 
estimated that 92,000 carloads of stone will be required.- The 
upper portion, or superstructure, will be more or less orna- 
mental, and the entire work promises to be attractive as well 
as useful, and justified by the commercial growth of the 
wealthiest county in Southern California. It is interesting in 
this connection to glance at Dana’s “Two Years Before the 
Mast,” and read his description of this precise locality, where 
but a few decades ago he lay in a ship to receive the the hides 
which were tossed over the cliff, the vessel lying off shore 
ready to run before the winter southeasters. At present all 
this is changed. The inner harbor is filled with ships and 
steamers, and in a short time the great breakwater will pro- 
vide a harbor of refuge suitable for the largest navy in the 
heaviest gale. 


Argentine Battleships. 

Specifications for the new battleships authorized to be 
constructed for the Argentine Republic are generally reported 
as follows: 

Displacement, 19,000 tons; speed, 21 knots; armor, 12, 10.8 
and 6 inches. The armament is to consist of ten 12-inch guns, 
mounted in five turrets; fourteen 6-inch rifles and eighteen 
3 and 2%-inch rapid-firing guns. The propelling machinery 
is to consist of turbine engines, and hydraulic gear is to be 
adopted for operating the turrets. There will be two sister 
ships, the Moreno and Rivadavia, which, added to the four of 
the Belgrano type already owned by the Republic, are con- 
sidered to represent a full equivalent to the three Brazilian 
Dreadnoughts, Minas Geraes, Sao Paulo and Rio de Janeiro. 


FEBRUARY, I909. 


International Marine Engineering 81 


corner of the shank will be moving in a straight line in con- 
tact with the opposite side of the guide. The corresponding 
corner of the head of the tool would at the same time strike 
out a straight line in the work. This motion takes place on 
all four sides of the guide, except for a little space at each 
corner, the result being that the hole is perfectly square ex- 
cept for a slight rounding at the corners. If it is desired to 
bore out a complete square with sharp corners, a special tool 
is employed, having a shank considerably larger than the head 
of the tool, one corner of the shank being rounded instead 
of angular. The exact form of this round-cornered shank 
has been worked out empirically and a complete set of tem- 
plates made for the different sizes of tools apt to be required 
in actual practice. The tools for both the round-cornered and 
sharp-cornered squares can be ground by means of a special 
attachment to the ordinary grinding machine. 


The Meyers=Rogers Self=Anchoring Life=Saving Projectile 


For a good many years life-saving guns have consisted of 
small and unreliable cannon firing a small weight which car- 
ried a quarter-inch cord ashore. For the device to be of 
much value, it was, of course, necessary for someone to be on 
shore to make the line fast, and draw in a rope operating a 
breeches buoy. A new life-saving gun has recently been 
placed on the market by the Myers-Rogers Projectile Com- 
pany, 17 Battery place, New York, in which the projectile 
anchors itself on shore without assistance, thus rendering the 
vessel independent of aid from land. This projectile is fitted 
with grapnels, which attach themselves firmly in earth or 
rocks, and carries a 2-inch manila rope, the whole outfit 
weighing only a few pounds more than the old-style apparatus. 
Since the rope is heavy enough to support a number of men, 
a breeches buoy can be quickly operated over it. The end of 


the rope left on board the ship is tied to,the highest point 
on the vessel, and a block reeved into it to which is attached 
the buoy. In operation the first man to be sent from the ship 
to the shore is a sailor, who takes with him, attached to the 
block of the breeches buoy a line, and, as he reaches the shore, 
he hauls in enough of this whip line to reach from the shore 
to the vessel, thus establishing an endless whip line by means 
of which the breeches buoy can be operated back and forth to 
convey passengers from the wrecked vessel to the shore. The 
breaking of the rope in firing the projectile is prevented by a 
heavy spring, a sliding ring and cable. It has been found that 
after having been fired fifteen times the rope does not show 
any wear. The cannon used is made out of forged steel, 2 
inches thick at the breech, and has a margin of safety of 125,- 
ooo pounds. It can be handled by two men and transported 
to any portion of the vessel. 


COMMUNICATION. 


Jet Propulsion. 


Epitor INTERNATIONAL MARINE ENGINEERING: 

The interesting problem of propelling vessels by means of 
a jet occupies a prominent place among many others un- 
solved, not because of the seeming impossibility or limited 
field of application, but simply for the reason that very little 
has been done in the way of experimenting, and even that 
very roughly and incompletely. Anyone will tell you that 
jet propulsion has no future and that complete failure was 
invariably the result of all experiments. Very few, however, 
will be able to state where and how these experiments were 
made and just how brilliant was the victory of the screw over 
its modest and silent opponent. Theories and formule have 
been advanced from time to time by eminent engineers, but 
by the way of illustration we give the following table of com- 
parative tests made by the late Dr. Zeuner, with his usual 
thoroughness, the same boat being used in both tests: 


Screw. Sept. 5, 1891. Jet. June 21, 1892. 
Miles Per Hour. H.P. Miles Per Hour. H. P. 
Down stream... 10.77 25.31 11.24 22.25 
Up stream...... 6.17 23.45 6.4 PDI 


This table seems to show that, after all, the jet has a little 
advantage over the screw in both speed and power consump- 
tion. And yet this was the first and only test made in a more 
or less thorough manner. Dr. Zeuner’s theory is not the only 
one that can be advanced on the subject. In fact, it has 
recently been pointed out that this theory actually contains 
a mistake, but at any rate his or any other theory is bound to 
be considerably simpler and easier than, for instance, that of 
the screw. Of course the difficulties of a theory should not 
necessarily constitute a disadvantage if only the theory itself 
is plausible and if the results obtained are in full accordance - 
with those expected. But is really such the case? If the trial 
speed does not come up to that required by the contract, is it 
not customary to replace the propeller, altering the pitch one 
way or the other, regardless of all theories? And even so, 
does the efficiency of the screw really present something so 
exclusive as to prohibit any attempt of exceeding it? The 
screw propeller necessitates a heavy, slow-speed engine, heavy 
shafting is expensive and presents all sorts of interesting 
possibilities—racing, breaking off, etc. It is a well-known 
fact that sometimes three propellers give a better result than 
four, and perhaps two would give a still more encouraging 
performance. 

Again, let it be remembered that only low-grade centrifugal 
pumps were used for jet propulsion, sometimes reversed 
parallel turbines, very clumsy and inefficient; with modern 
high-duty turbine pumps much better results would be pos- 
sible. The efficiency of the old-time centrifugal pump must 
have been much less than 50 percent, since one of the German 
writers naively states that a pump of 50 percent efficiency or 
over is bound to solve the issue. The velocities required are 
not very great, and the total lift to be produced by the pump 
is exceedingly low, contrary to the prevalent layman’s opinion. 
So that a turbine pump can easily be made to give an efficiency 
of 75 percent or more for these conditions. The pump can 
be driven by a small, high-speed steam (or producer gas) 
engine, and the extra piping required would probably weigh 
not more, and would certainly cost less, than the propeller. 
The impossibility of racing and the probable absence of vibra- 
tions make the jet propeller still more attractive. A fair 
investigation on a large scale is imperative, and a friendly 
exchange of experts’ views in the columns of INTERNATIONAL 
Marine ENGINEERING would be desirable. 


Philadelphia. N. W.. AKImorr. 


82 International Marine Engineering 


FEBRUARY, I90Q. 


ee 


QUERIES AND ANSWERS. 


Questions concerning marine engineering will be answered 
by the Editor im this column. Each communication must bear 
the name and address of the writer. 


Q.—What is the correct formula for determining the safe working 
pressure on an Adamson furnace? What is Lloyd’s formula for ne 


A.—The rule specified by the United States Steamboat 
Boiler Inspection Service is as follows: 


GS ie 
IP) , where P = working pressure in pounds 
IL, SID 
per square inch; C = 80,600, where the distance between rings 
is not more than 8 feet; 7 = thickness of plate in inches, 
le 362 > 367 i ple 3672 } 
ee || 
< 
a 
8 w 
Do iE 
e 3 
3 a 
“ 


SECTION OF ADAMSON FURNACE, 


which must not be less than 5/16 inch; L = distance between 
rings in feet, and D = outside diameter in inches. For the 
furnace shown in the sketch this formula figures out 
89,600 X (%)? 
P= 
3 X 49 

P = 152.4 pounds. 

Lloyd’s rule, where the length of a flat portion of the 
furnace, that is, the distance between flanges, is greater than 
120 times the thickness of the plate, is 

1,075,200 < T? 


P= , but where the length of the straight 
IG SX ID 
portion is less than 120 times the thickness of the plate; 
(300 T — L) 
IP = F X< , where D = outside diameter in 
D 


inches; T = thickness of plate in inches; L = length of plain 
cylindrical part in inches, measured from the commencement 
of the curvature of the flanges of the furnace where the rings 
are fitted. For the furnace in the sketch, 1200 X T = 60 
inches. This is greater than the length of one section of the 
furnace; and, therefore, the second formula should be used. 
Since the length of one section of the furnace is 36 inches, 
the length of the straight portion of the furnace between the 
flanges would be about 33 inches. The formula would work 
out as follows: 
(300 X .5 — 33) 
IP = F X< 
49 
P = 1109.4 pounds. 


Mr. JAmMEs Donan, who has been naval architect for the 
New York Shipbuilding Company, Camden, N. J., for the past 
eight years, or since the formation of the company, is now 
established at 17 Victoria street, London, S. W., as a consult- 
ing naval architect. Mr. Donald was formerly connected with 
the Fairfield Shipbuilding & Engine Company, Glasgow, as 
assistant to Dr. Elgar in their London office, and with the 
Union Iron Works, San Francisco, Cal., as naval architect. 


TECHNICAL PUBLICATIONS. 


Steam Boilers. By Prof. C. H. Peabody and Edward F. 
Miller. Size, 534 by 9 inches. Pages, 420. Figures, 175. 
New York, 1908: John Wiley & Sons. Price, $4. 

The former edition of this book, published in 1897, has 
become so well known as a standard textbook on the subject 
of steam boilers that little need be said regarding that part of 
the book, which is a repetition of the former edition. In the 
new edition a considerable amount of new material and many 
new illustrations have been added. While the number of sub- 
jects treated, and the order in which they are taken up have 
not been greatly changed, yet each chapter has been added 
to and revised to bring the work up to date. A chapter has 
been added on superheaters, in which the various types of 
superheaters now in use are illustrated and described. The 
best materials for use as steam-pipe fittings for superheated 
steam are considered. Considerable additional matter is given 
on the subject of steam piping, including the strength and 
expansion of pipe, the bursting point of extra heavy flanged 
fittings, the area of steam pipes, the flow of steam in Pipes, 
and, finally, pipe coverings. A number of valuable tables, 
giving the dimensions and floor space occupied by different 
types of boilers and of economizers, have been added to the 
appendix. Other valuable features of the book include a 
comprehensive treatment of the subjects of fuel and combus- 
tion, corrosion and incrustation, a detailed description of the 
method of testing boilers, including gas analysis, measurement 
of air used, temperatures, etc. The principles and methods 
explained in the early chapters of the book are finally brought 
together and illustrated by applying them to the complete 
design of a horizontal tubular boiler. 


Pumps (Power Hand-Book Series). By Hubert E. Collins. 
Size, 44% by 634 inches. Pages, go. Figures, 35. New York, 
1908: Hill Publishing Company. Price, $1. 

One of the most important auxiliaries in any power plant, 
whether on board ship or on land, is the boiler feed pump. 
Every engineer must be thoroughly familiar with this small 
engine, and must be able to hunt out troubles and remedy 
them with dispatch. Many instances related in this book will 
be found of value to engineers who have trouble with their 
pumps. About half of the book is taken up solely with the 
subject of pump troubles. Valuable information is given on 
the subject of setting the valves of a duplex pump; finding 
the horse-power of a pump, and setting up and operating 
pumps. At the end of the volume a number of pages of use- 
ful tables are given, including heights in feet to which pumps 
will lift water; friction loss in pounds pressure per square 
inch; horizontal and vertical distances reached by jets; pres- 
sure of water, areas of circles, etc. 


The Star Improved Steam Engine Indicator. By George 
H. Barrus. Size, 4% by 7% inches. Pages, 140. Figures, 23. 
Boston, 1908: The Star Brass Manufacturing Company. 

Although this treatise was prepared especially to describe 
one particular make of indicator, it cannot be considered as 
solely an advertisement for the new indicator; for it is an 
impartial statement of the entire subject of indicator work, 
including chapters on descriptions of the details of the Star 
improved indicator, and afterwards a careful consideration of 
indicator diagrams, the mehods of working up the diagram, 
the use of the planimeter, and the computation of horsepower 
and steam accounted for by indicator diagrams. A part of 
the book is also devoted to the discussion of the subject of 
cylinder condensation and leakage, and the methods of com- 
bining indicator diagrams taken from multiple expansion en- 
gines. Numerous sample cards are shown, and the necessary 
tables for use in the computations involved are given. 


FEBRUARY, I909. 


International 3Marine Engineering 83 


The Girl and the Motor. By Hilda Ward. Size, 4% by 
634 inches. Pages, 120. Illustrations, 5. Cincinnati, 1908: 
The Gas Engine Publishing Company. Price, $1.00. 

This story is the result of the experiments of the author, a 
mere girl, who buys a small motor boat and later a 20-horse- 
power automobile. Without any previous experience with 
gasoline engines, she naturally meets with situations that call 
forth all the inventive temperament available. The remedies 
that occur—for instance, the employment of “buttonholes for 
bolts to go through”—are often unique. While this is not pri- 
marily a book of information on gas-engine troubles, yet 
neither has it the plot of a novel. It simply describes a series 
of interesting experiences in an entertaining way. 


Shaft Governors (Power Hand-Book Series). By Hubert 
E. Collins. Size, 41/3 by 634 inches. Pages, 127. Figures, 
35. New York, 1908: Hill Publishing Company. Price, $1. 

Technical books covering exhaustively the subject of shaft 
governors are rare. The fact that this book is intended to 
cover this subject completely from a practical standpoint 
should make it of value to operating engineers. An interest- 
ing history of the evolution of the shaft governor is given, 
describing the various types, both centrifugal and inertia, 
which are now in general use. Definitions and rules covering 
the necessary terms form the subject matter of the second 
chapter, while succeeding chapters take up the subject of the 
adjustment of various types of governors, leading up finally 
to a consideration of steam turbine governors. The text is 
well illustrated and clearly written, so that the entire subject, 
which is usually considered somewhat complicated, is set forth 
in a comprehensible manner. 


SELECTED MARINE PATENTS. 
The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


_ American patents compiled by Delbert H. Decker, Esq., reg- 
eee patent attorney, Loan & Trust Building, Washington, 


Wes BOAT PROPELLER. LORENZO C. BUTLER, ARION, 

Claim 1.—In combination with a boat having a rod supported by the 
opposite walls thereof, oscillating levers mounted upon said rod, a rud- 
der, an angled lever connected to the rudder shaft, rods connecting the 
arms of said angled lever with said oscillating levers, longitudinal mov- 
able rods pivotally connected to the lower ends of the oscillating levers, 


a forward ends of said rods being bent to form foot rests. Four 
claims. : 


902,996. SHIP-PROPULSION SYSTEM. CHARLES ALGERNON 
PARSONS, OF NEWCASTLE-UPON-TYNE, ENGLAND. 

Claim 1.—A ship-propulsion system comprising in combination a pro- 
peller shaft, reciprocating engine means connected to said propeller shaft, 
a separate shaft, turbine means on said separate shaft and receiving 
working fluid from said reciprocating engine means, together with means 


for transmitting power from said separate turbine shaft to said propeller 
shaft. Fourteen claims. 


904,275. HATCH-FASTENING . DEVICE. ORTEN PETERSON 
PECKHAM, OF RIVER ROUGE, MICH. 


Claim _1.—In a hatch-fastening device the combination with a plu- 
tality of movable clamping hooks adapted to engage the hatch cover, 


means for simultaneously actuating said hooks to carry them into en- 
gagement with the cover, and means for simultaneously locking said 
hooks against outward or backward movement. Nine claims. 


904,135. SPEED-INDICATOR OR LOG FOR SHIPS. HEIN- 
RICH G. A. KLAPPROTH, OF HANOVER, GERMANY. 

Claim 2.—In a speed-testing mechanism for ships, the combination, 
with the hull of a ship, of a bracket, a cylinder secured in said bracket 
a fluid, in said cylinder, a piston rod and head slidably arranged in said 
cylinder, a speed-indicating mechanism, a concave disk rigidly secured 
to the free end of said piston rod adapted to offer a resistance to the 
water through which the ship passes so as to exert a pressure upon said 
fluid and by means of said fluid distributing said pressure to said speed- 
indicating mechanism. Five claims. 


904,285. MARINE PROPULSION. WILLIAM P. THOMPSON, 
OF LIVERPOOL, ENGLAND. 


Claim 2.—A vessel and a series of long, narrow supporting fins or 


hydroplanes haying their inner ends connected to the body of the vessel 
on each side of the center line and extending beyond the gunwale, said 
fins being disposed at short intervals for nearly the entire length of the 
vessel, whereby every part of the vessel is supported. Thirty-two claims. 

904,372. LIFE-BOAT. JOHN H. STOELT, OF SEBEWAING, 
MICH. 

Claim 1.—In a life-boat a cylindrical body, an elongated keel member 
having a longitudinal tubular passage provided at intervals with ex- 


panded portions, a propulsion member fitted in the passage and includ- 
ing a spur wheel arranged in one of the expanded portions of the pas- 
sage, and cross bars constituting bearings for the propeller shaft dis- 
posed adjacent to the expanded portions. Five claims. 

906,028. PALM FOR STOCKLESS ANCHORS. FRIEDRICH 
HEUSS, OF MANNHEIM, GERMANY. oe =e 

Claim.—A palm for stockless anchors, comprising two curved inclined 
ribs projecting inwardly toward the shank of the anchor, and two 


curved inclined ribs projecting outwardly from said shank, the ends of 
said ribs forming a divided point of application. One claim. 

906,234. SUCTION DREDGE OR THE LIKE. FRANKLIN H. 
JACKSON, OF BERKELEY, CAL., ASSIGNOR tO BYRON JACK- 
SON IRON WORKS, OF WEST BERKELEY, CAL., A COKPORA- 
TION OF CALIFORNIA. ; 

Claim 1.—The combination with a dredge, and the tubular suction 
pipe thereof, of a valve guided and turnable upon the exterior of the 


pipe, said valve having alternate ports and closed spaces, corresponding 
ports in the suction tube, and means by which the valve ports may be 
registered with those of the pipe. Five claims. 


906,337. PROPELLER WHEEL. ROBERT THALER, OF BAY 
CITY, MICH k 

Claim 2.—The combination of a propeller hub, the bore of which is 
tapered from end to end, and is provided with channels whose ends 


SSSI 


La 
et 


merge into the larger end of the bore, a shaft tapered at one end, keys 
on the tapered end, the keys at one end merging into the shaft, and 


means for securing the shaft and hub against relative longitudinal 
movement. Eight claims. 


906,846. BATTLESHIP PROTECTION BY MEANS OF CON- 
CRETE. LORENZO D’ADDA, OF TURIN, ITALY. 

Claim.—An armor, comprising an outer metal wall, an inner metal 
wall, a plurality of intermediate partitions, concrete layers between the 
said partitions and the partitions and the said walls, of a hardness 
progressively increasing from said interior metal wall to the said outer 
metal wall. One claim. 


84 International Marine Engineering 


906,716. MEANS FOR RAISING SUNKEN VESSELS. NICOLA 
JELPO, OF NAPLES, ITALY. 

Claim 1.—an apparatus for raising sunken vessels, comprising a 
cylindrical inflatable bag. a wire netting inclosing said bag, the bottom of 
said netting being formed into a loop, an iron bar placed on each side of 
said loop, means for clamping said bars together, ropes attached to said 
clamping means, and means for inflating said bag after the same is 
sunk. Two claims. 

907,086. PROPELLING MEANS FOR VESSELS. 
TH.~NASELIUS, OF KENNEDY, MINN. 

Claim 1.—The combination of a hull having a central keel extending 
longitudinally from the bow to midship and terminating at its rear in 
an upwardly-inclined surface, an injector discharging rearwardly and 


WALFRID 


terminating in the said inclined surface, side keels disposed parallel to 
each other with their front ends disposed at opposite sides of the central 
keel and in overlapping relation to the rear end of the latter, an air 
pipe disposed within the hull with its lower end connected with the in- 
jector and its upper end open to the atmosphere, and means for supply- 
ing fluid under pressure to the injector. Two claims. 


British patents compiled by Edwards & Co., chartered 
patent agents and engineers, Chancery Lane Station Cham- 
bers, London, W. C. 


13.800. MAN-HOLE DOORS. W. A. SMITH, DERBY. ; 
The invention is intended chiefly for use with range boilers, but is 
applicable generally. The opening is formed in a depressed part of the 


shell of the boiler, and is closed by inner and outer covers. A cross-bar 
threaded on the securing-bolt holds the inner cover on its seat while the 
outer cover is being secured. 


13,588. TURBINES. F. HODGKINSON. 

A normal and overload puff-governing mechanism for elastic-fluid tur- 
bines is shown. The governor controls a normal-load valve in the pri- 
mary inlet and an overload valve in the secondary inlet, the valves being 
operated by similar gearing set progressively. Each valve has collars on 
its spindles with which the projecting end of a widely-forked lever en- 
gages, and hooked levers are adapted to engage with the forked lever. 


S. 


LA 


The hooked levers are carried by rocking levers reciprocated by eccen- 
trics, and are controlled by progressively-set cams connected to a rock- 
ing shaft adjusted by the governor. The arrangement is such that the 
hooked levers in théir oscillations successively engage with the forked 
lever of the normal-load valve as the load increases, and increase the 
valve opening until that valve is working at its full capacity; the over- 
load valve is then similarly operated, and vice versa. 


13,975. SCREW PROPELLERS. W. MITCHELL, T. B. KEEDY, 
SOUTH SHIELDS. 

In order to increase the propulsive effect of screw propellers, the root 
portion of each blade is set in a plane more nearly at right angles to the 
axis of the boss than the plane of the outer or more effective portion. 
The overhanging portions are strengthened by supports. 


13,921. TURBINES. W. CLARK, GLASGOW. 

A hollow cylindrical or conoidal drum carries a_series of outward- 
flow blades which co-operate with standing blades fixed to the casing. 
The motive fluid flows in a serpentine manner along the turbine. A 
multiple leakage-preventing device is arranged at the high-pressure end of 
the drum, and the fluid which leaks past this device is utilized in the 
lower-pressure stages. Ring packings prevent the leakage of steam at 
the spaces between the fixed and running blades. ~ 


FEBRUARY, 1900. 


14,684. TURBINES. WARWICK MACHINERY CO., LONDON. 

Relates to the governing mechanism for the admission valves of certain 
elastic-fluid turbines, and consists in modifications in the general arrange- 
ment and in detail construction of the shaft governor. The governor is 
mounted upon an auxiliary shaft which is driven from the main shaft by 
worm gearing. The movement of the governor is imparted to a spindle, 
a collar on which rotates between thrust plates in a casing which is 
pivoted between the branches of the forked arm of a bell-crank lever. 


hx 


4S 


The other arm of the lever carries a pin having a spherical end socketed 
in a bearing in the end of the eccentric shaft, which actuates the valve- 
operating dogs, to transmit to it axial movement according to the move- 
ment of the governor for the purpose of engaging or disengaging the 
valve-rods and the dogs. The governor comprises two masses pivoted 
and held in opposition to the centrifugal force by a single spring. The 
masses are provided with lugs so that the oppositely moving ends inter- 
lock at a maximum speed. The angular movement of the masses is 
transmitted to the spindle by links. 


15,3538. SCREW PROPELLERS. T. THOMPSON AND VILLIN- 

Gace PATENT REVERSIBLE PROPELLER SYNDICATE, LON- 
N. 

In reversible propellers in which the blades are operated or reversed 
while in motion by a central rod sliding in the hollow driving shaft, the 
rod is operated by a screw-and-nut mechanism designed to move the rod 
smoothly and evenly and to retain it in any position. The central rod is 
connected to a brush which is loosely mounted on the hollow driving 


. 


i vs 
mareutni 


iF 


N\' Ge 
i 


shaft and is provided with a projecting collar. This collar engages with 
the ends of a threaded sleeve moved longitudinally by a nut caused to 
rotate in a fixed bearing. An extension of the sleeve is flattened on 
both its side faces, which engage between forks of the main bearing 
bracket so as to prevent rotation of the sleeve. To facilitate the oper- 
ation of the blades and to prevent cross winding, the inner ends are 
enlarged at their adjacent faces bearing against each other, and one be- 
ing provided with an axial pin fitting in an axial recess in the other. 
Slots are cut for the operating rods. 

16,526. SHIPBUILDING SLIPS. DUISBURGER MASCHINEN- 
BAU-AKT.-GES. VORM. BECHEM & KEETMAN. F 

Relates to cable traveler installations for slipways, and consists in the 
arrangement of adjacent slipways with a view to economize space. The 


ZXNVNIL 


as 


adjacent supports are arranged in a straight line, but relatively stag- 
gered; or a common support is employed. The former is particularly 
useful when the slipway makes an acute angle with the water’s edge. 


16,991. GAS TURBINES. S. KOWACZEK, BAHNHOF, ZABRZE, 
GERMANY. 3 ; 

In apparatus of the type in which the driving-fluid acts on pockets in 
the circumference of a rotary disk the explosive mixture is driven into 
the explosion chamber by pumps driven directly from the main shaft. 
The disk is partly surrounded by a casing provided with an explosion 
chamber whence a tangential passage leads to the circumference of the 
disk. Explosive mixture is supplied to the chamber through a pipe fitted 
with a non-return valve, by pumps driven by eccentrics on the main 
shaft, and a vaporizer. The ignition mechanism is actuated by tappets 
on the disk. A spring-controlled valve is placed between the chamber 
and the passage to the disk. 


International Marine 


| 


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sf 


THE HAMBURG=AMERICAN LINE STEAMER CLEVELAND. We As 


Eee 


Two new twin-screw steamships are now being built in 
Germany for the Hamburg-American Line. One of these, the 
Cleveland, was launched from the yards of Blohm & Voss, in 
Hamburg, on Aug. 14, 1907, and it is expected that she will 
make her maiden trip to New York this month. The Cleve- 
land is built of steel, to the highest class of the Germanischer 


Cargo capacity, including fourth class passenger compart- 
ments, about 470,578 cubic feet. 

Cargo, cold-storage room, about 35,000 cubic feet. 

The ship is rigged with four schooner masts, having six 
Mannesman tube derricks on every mast, including one capable 


of carrying 25 tons. The derricks are worked by twenty 


FRAMING OF THE CLEVELAND. 


Lloyd rules, and also in accordance with the regulations of the 
Board of Trade and the German and American laws for car- 
tying emigrants. The principal dimensions are: 


Length between perpendiculars..... Sans 587 feet 6 inches. 
Lean OVEF alll, cooccosnccocccausvesoec 608 feet 8 inches. 
IBREAGN Oi WRWTAES. ac oe0000cc00ncu0s me 65 feet. 

IDepin smollaladl,.cscccccoasocccvcsv0000c 50 feet. 
Woadedwaahits a ptvsvachhe ns aura NaE 32 feet 84 inches. 
Tonnage, gross register......... (about) 17,000 

Tonnage, net register........... (about) 10,000 

Deadweight capacity, tons......(about) 13,000 

Displacement on 32 feet 8 inches draft.. 27,000 tons. 


steam winches of the latest pattern, serving eight hatches in 
all. A strong windlass and two steam capstans on the fore- 
castle and two steam capstans near the stern, besides two boat 
or coal-hoisting winches, from the remainder of the auxiliary 
machinery on deck in addition to the steam steering gear. 

The main superstructure amidships extends to 100 feet for- 
ward and 154 feet aft the center of the ship, and is gradually 
tapered away to the uppermost deck. One expansion joint has 
been provided to prevent heavy stresses on the thinner plating. 
There are seven decks amidships: The lower, ’tween, saloon, 
upper, bridge, promenade and boat deck, while fore and aft 
of the propelling space one extra deck, the orlop, is fitted, 


86. international Marine Engineering 


Marcu, 1900. 


Since the Cleveland is built as a hurricane-deck ship, she 
has no forecastle or poop. There are two deck houses on the 
forward portion of the weather deck between the large cargo 
The 
tops of the galley houses are of especially strong design, to 
support the steam winches for loading purposes. On the after 
end of the ship two steel houses have been erected, one for 
another steam galley and one for the second class smoking 
room and ladies’ saloon. 

The upper part of the shell plating has been strongly con- 
structed and hydraulic-riveted with snap-head rivets on the 
outside. The shell below the low-waterline in the fore part of 
the vessel is 1 inch thick, and has been well stiffened to resist 
ice. The keel consists of a 52% by r-inch plate, with a flat-bar 
keel, 14 by 3% inches, fitted below as a rubbing piece. A 
cellular double bottom, 54% inches high, with floors on every 
frame, is fitted throughout the vessel, extending to 80 percent 
of the ship’s breadth. The frame spacing is 30 inches, re- 
duced to Lloyd’s requirements for ice-resisting construction 


hatches, containing the emigrant galleys and sculleries. 


THE STEERING ENGINE. 


in the fore part of the vessel. The framing consists of 
85%-inch channel bars, with web frames fitted two frames apart 
in the machinery space and every fourth frame in the cargo 
holds. 
connected to the frames by bracket knees. 
solid pillars are fitted throughout the ship. 
placed on top of the cellular bottom, which has been raised 


The deck beams are also of channel section, and are 
Three rows of 
The engines are 


for the purpose. 

Exposed decks are sheathed with Oregon pine throughout, 
whereas pitch pine has been used in all covered places and 
For the crew spaces and hospitals Litosilo has been 
adopted; the galleys, pantries, sculleries and refrigerating 
spaces are sheathed with tiles. India rubber tiles have been 
laid in smoking rooms, staircases and other passages adjoining 
first-class passenger accommodations. Bitumastic covering has 
been used for bunkers, cellular double bottoms and other parts 
of the steel structure subject to wide variation in temperature, 
in order to prevent corrosion. 

The stern frame and brackets for supporting the tail shafts 
are cast steel. The rudder is designed in two pieces, in order 
to unship the lower part while the ship is afloat, having a 
shaft of Siemens-Martin steel and shrunk-on brackets riveted 
to a I-inch single plate. Vhe stem bar is of forged Siemens- 
Martin steel, formed to take the shell plating, and connected 
by means of a steel casting to the keel of the ship. 

The watertight bulkheads and decks is 
worked out according to the regulations of the Germanischer 
Lloyd and the See-Berufsgenossenschaft; a system which 
enables the loaded ship to maintain a satisfactory reserve 


saloons. 


sub-division by 


buoyancy even when two adjoining compartments are filled 
with water up to-the upper deck. Vo provide for accidents, the 
watertight bulkhead doors in the main holds have been fitted 
with the Lloyd-Stone system of closing, whereby all can be 
closed in a few seconds from the captain’s bridge. A powerful 
hydraulic plant has been fitted to work the doors, and an auto- 
matic indicator is placed on the bridge, in order to show the 
position of each door. 


PROPELLING MACHINERY. 


The vessel is fitted with two main engines of the four- 
cylinder, vertical, inverted, direct-acting quadruple expansion 
type, balanced according to Schlick’s system, and each capable 
of developing about 4,650 indicated horsepower at 80 revolu- 
tions per minute. The sequence of the cylinders, beginning 
forward, is high pressure, low pressure, second and first in- 
termediate pressures, and the diameters of the cylinders are 
20%, 42 29/32, 613% and 86% inches, with a common stroke 
of 55% inches. The diameter of the crank shaft is 17 inches, 
the whole length of the shafting being 242 feet. The high- 
pressure and first intermediate-pressure cylinders have piston 
valves, the others double-ported slide valves. The diameter 
of all valve spindles is 4% inches, that of the piston rods 8 
inches. The valves are operated by Stephenson’s link motion 
from eccentrics, and the reversing can be done by steam or 
hand. 

Each of the engines has a main condenser, the cooling sur- 
face of which is 7,200 square feet, and each condenser has a 
separate centrifugal circulating pump of Gwinne’s make, the 
diameter of the impeller being 48 inches. Each condenser has 
a separate air pump of Blake’s design, 12 by 28 inches by 18 
inches stroke. The air pump discharges into a tank, from 
which the water is brought by a Weir pump into a Weir feed- 
water heater, and from thence by another Weir pump into the 
boiler. There are three Weir pumps, 20 by 14 by 27 inches, 
one of them standing by while the other two are working. 

There are two propellers of the three-bladed built-up type, 
which turn outboard when going ahead. The diameter is 19 
feet 4 inches; pitch, 21 feet 8 inches; projected area of each 
propeller, 74 square feet, and developed area 88 square feet. 


BOILERS. 


Three single-ended and three double-ended boilers, with 214 
pounds per square inch working pressure, are placed in one 
boiler room, the products of combustion passing off through 
two funnels. One single boiler is situated at the after, the 
other two single-ended boilers at the fore part of the boiler 
room, and the three double-ended boilers are placed between 
them athwartship. The total heating surface of all the boilers 
is 23,000 square feet, and the grate area 525 square feet. The 
furnaces are of the Morison corrugated type, having a maxi- 
mum diameter of 49 inches and an internal diameter of 45 
inches, the length of the fire bars being 67 inches. Each 
double-ended boiler has six and each single-ended boiler three 
furnaces. The outside diameter of both the ordinary and the 
stay-tubes is 234 inches, and the length between tube plates 
94% inches. 

The mean diameter of all boilers is 16 feet 7 inches, the 
whole length of the double-ended boilers outside the front 
plates 20 feet 8 inches, and that of the single boilers 11 feet 
to inches. The boilers are fitted with Howden’s system of 
forced draft, the air being supplied by two fans placed in 
the engine room. The fan wheel is 8 feet 6 inches diameter, 
and is directly coupled with a single-cylinder steam engine of 
8-inch diameter and 7-inch stroke. Each of the boilers is pro- 
vided with a valve, situated in the uptake, so that it can be 
shut off from the funnel, The outside diameter of the funnel 
casing is 14 feet 10 inches, and the height of the funnel above 
the grate is about 110 feet. 


Marcu, 1900. 


International Marine Engineering 


87 


——————————————————————— 


The capacity of the coal bunkers is 2,160 tons, sufficient for 
about fourteen days at maximum speed and a distance of 5,000 
miles. The bunkers are arranged so that the coal can be 
handled in the most convenient manner. q 


AUXILIARIES. 


The auxiliary condenser has 1,100 square feet of cooling 
surface, and is placed about 8 feet above the floor level at 
the starboard side of the engine room. The circulating water 
can be pumped through the condenser either by the main cir- 
culating pumps or by the ballast pump. A separate air pump 
draws the water from the condenser and discharges it into a 
floating tank, a vacuum of about 80 percent being maintained. 
The ballast pump is 10% by 12 by to inches; the three donkey 


MAIN ENGINES OF 


pumps are 13 by 9 by 10 inches. There are three drinking- 
water pumps, one of 10 tons capacity per hour and two of 5 
tons per hour. Two fresh-water condensers, each capable of 
producing 15 tons of drinking water per twenty-four hours 
and one evaporator producing 45 tons per twenty-four hours, 
are also provided. 

The generating plant includes four generating sets, each 
giving an output of 4o kilowatts. Three sets are located in 
the engine room between the thrust shafts, the fourth above 
the waterline on the main deck. The dynamos are driven by 
compound engines, 10 by 16% by 7 inches, running at 250 
revolutions per minute. The engines were built by the Nord- 
deutsche Maschinen- und Armaturenfabrik, at Bremen, and 
differ somewhat in appearance from those usually fitted on 
board the ships. The large main switchboard has twenty-three 
circuits, of which five are police circuits, one for wireless 
telegraphy, seven for general lighting purposes, one for the 
gymnasium, one for lifts, four for ventilator motors, one for 
motors in the galley, and three for illuminating the ship. The 
lighting installation is arranged on the single-wire system, 
except 30 feet round the compasses, where double wires are 
provided. The police circuits are arranged so that they can 


be operated independently from a switchboard placed near the 
emergency dynamo. There are in all about 2,500 lights, of the 
tantalum type with swan sockets. 

There are two refrigerating machines, of Messrs. J. & E. 
Hall’s make, capable of reducing the temperature of the in- 
sulated chambers from 70 to 20 degrees I*. in about twelve 
hours. Ten cold cupboards and three drinking-water coolers 
are provided for pantries, the capacity of the refrigerating 
rooms being 10,000 cubic feet for provisions, and 30,000 cubic 
feet for cargo. The cooling is effected by a CaCl solution, 
which is circulated by three vertical pumps, 434 by 6% by 6 


inches. The temperature of each refrigerating room, includ- 


ing cupboards, can be regulated by valves inserted in the brine 
return pipes close to the evaporators. 


THE CLEVELAND. 


The ship is ventilated chiefly by artificial means, each first 
class cabin having an air trunk with a regulating slide for the 
supply of fresh air. Passages, lavatories, crew and emigrant 
spaces are all ventilated artificially, either by supplying fresh 
air or drawing off the foul air, as the room may require. The 
fans are all of the centrifugal type, and electrically driven, the 
motors having starting resistance with an automatic cut-off 
switch. 

The ship is efficiently heated, according to the available 
space, by steam radiators or copper pipes, which harmonize 
with the scheme of the decoration. 
heaters are provided. 

Loud-speaking telephones connect the navigation bridge 


In the staterooms electric 


with the engine room, forecastle, poop and crow’s nest. The 
electric current for these telephones is taken from the ship’s 
dynamos, and reduced by a resistance from 110 to 12 volts. 
The first class cabins are also provided with telephones of the 
ordinary type for intercommunication. 

The ship is fitted with a station for wireless telegraphy, the 
installation of which is carried out according to the latest ex- 
perience of the Compagnie de Telegraphie sans Fil, Brussels. 

The installation of the anchor gear is made by Messrs. 


88 International Marine Engineering 


Marcu, 1909. 


—————— 
SE eee 


Clarke Chapman & Company, Ltd., Gateshead-on-Tyne. There 
are two cable holders for working the anchor cables, which 
are 3% inches in diameter. The dimensions of the windlass 
are 15 inches diameter of cylinder and 13 inches stroke. 
Two capstans for warping are furnished by the Nord- 
deutsche Maschinen- und Armaturenfabrik, Bremen. Each 
capstan has a separate engine with two cylinders of 12¥4 inches 
diameter and 125% inches stroke. The engine is fitted with a 
link-motion reversing gear, and drives the capstans by a worm 
and wheel. 

The steering gear, supplied by the Norddeutsche Maschinen- 
und Armaturenfabrik, Bremen, turns the rudder by means of 
a chain, fastened to the rudder quadrant. The reversing valve 
is operated by telemotor from the navigation bridge, but it 
can also be worked by hand from the poop. If the steering 
engine is out of order the rudder can be moved either by a 
hand gear or by a steam winch, suitably placed for this 
purpose. 

PASSENGER ACCOMMODATIONS. 

The Cleveland’s passenger accommodations have received 

most careful consideration, and owing to the spaciousness of 


the public rooms, decks for promenade, staterooms, passage- . 


ways, etc., she will be classed among the the finest passenger 
vessels afloat. The decorations throughout have been placed 
in the hands of the best artists, and they will be carried out in 
a quiet and refined taste, similar to the exquisite style of 
decoration found on the steamers of the Kaiserin Augusta 
Victoria, Amerika and Deutschland type. Provision is made 
for 250 first class, 392 second class, 494 third class, and 2,064 
fourth class (German law) passengers, which, with a crew of 
360, makes a total of 3,560 persons. 

The first class passengers are placed amidships, almost en- 
tirely in the superstructure extending over four decks (the 
saloon, upper, bridge and promenade). The staterooms, with 
a very few exceptions, have only lower berths, and are of 
unusually large size. The various decks are connected by 
means of a grand stairway and a somewhat smaller staircase, 
and by a separate passenger lift running from the saloon to 
the promenade deck. 

On the promenade deck, in front of the hall, three en suite 
rooms, consisting of drawing rooms, bed rooms and separate 
baths, have been provided, having brass bedsteads of special 
design with no folding berths above. On the bridge deck, in 
the center of the ship, four special suites have been arranged. 
Aft on the bridge deck, on each side of the vessel, are two 
more staterooms with separate baths, and also two single-bed 
staterooms with baths. Besides these a great number of 
single and two-berth rooms have been built and carefully 
fitted with well-selected and finished furniture. 

The first class dining saloon on the saloon deck measures 
about 3,250 square feet, and has seats for 225 passengers at 
small round tables. The entire floor has been covered with 
carpet, and incandescent lights of the Globe pattern with 
bronze mountings, fitted underneath a white enameled ceiling, 
together with table lamps of a very luxurious pattern, serve ta 
give the room a very pleasing appearance. It has been ar- 
ranged to give dinners 4 la carte. 

The social hall on the promenade deck, into which the grand 
staircase leads, measures about 1,300 square feet, and seats 
about sixty persans. Two desks have also been provided for 
the hall, and two more are fitted in a special writing-room at 
the after end of the hall. 
casing on the promenade deck the music and ladies’ saloon is 
situated. Aft of the engine room casing on the promenade 
deck, the first-class smoking room of 950 square feet, is 
reached by a beautifully decorated vestibule, connecting the 
hall, the music room and the smoking room, as well as by a 
large staircase leading from the lower deck. Also, entrances 
haye been arranged leading to the open-air promenade and 


Between the boiler and engine © 


to a bower at the after end of the smoking room. From the 
vestibule the gymnasium and, by a ladder to the boat deck, the 
Marconi house is within handy reach for the passengers. 

The second class accommodations are similar to the first 
class, with the exception that the second class public rooms, 
are situated in the after end of the vessel. The dining saloon 
on the saloon deck, a ladies’ room on the upper deck, the lower 
smoking room and one deck above the upper smoking room, 
with bar, etc., attached, should give complete satisfaction to 
any pretentious passenger. In former years such comfortable 
accommodations on an Atlantic liner would have been con- 
sidered fully worthy of first class passengers. 

The second class dining saloon, which measures about 2,700 
square feet, and seats 210, is on the same deck as the first 
class dining saloon, and is located the same distance aft of the 
center of the ship as the first class saloon is forward of the 
center. The after end of the saloon forms one bulkhead of 
the second class entrance, reaching from port to starboard, 
with large doors in the shell plating for embarking purposes. 
In this room the old-style long tables and fixed seats have 
been fitted. 

On the upper deck aft, in a steel house, the ladies’ saloon 
is reached from the cabins below by means of the main stair- 
case. Aft of the main stairs, on the same deck, is the second 
class smoking room. The top of the above-mentioned steel 
house, reaching from port to starboard, gives about 10,190 
square .feet of promenade deck for the second class pas- 
sengers. From this deck the second class upper smoke room, 
which is in a separate steel house, may be entered. All second 
class public rooms, with the exception of the dining saloon, 
have large square windows in brass frames, thus giving plenty 
of daylight and fresh air. There is little difference between 
the first and second class staterooms. The cabins are paneled 
in white, and mahogany furniture has been fitted throughout. 

The third class passengers are accommodated in rooms 
containing two, four and six in the forward end of the vessel 
in the lower, ‘tween and main decks, of which the main-deck 
cabins are portable. A large dining saloon, with long tables 
and revolving chairs, is situated on the main deck, with seats 
for 234 people. The third class passengers have a promenade 
fore and aft of the bridge on the upper deck, entirely covered 
by awnings. 

Eleven compartments are fitted in the lower, ’tween and 
saloon decks to accommodate about 2,064 fourth class pas- 
sengers, according to German law. Fixed ladders as well as 
portable ones lead down the hatches for communication be- 
tween the compartments and the upper deck promenade. Each 
of the compartments has its quota of seats and tables as well 
as cupboards for the comfort of the passengers. Large toilets 
have been arranged on the upper deck, with baths and shower 
baths. For communication from the forward to the after end 
of the vessel a wide passage leads through the bridge on the 
port side, also serving the crew’s quarters, which are situated 
along this side. 

For passengers and crew, three physicians, two attendants, 
two pharmacies, one operating room, two cabin hospitals with 
four beds, and five other rooms with beds and the necessary 
baths, are provided near the center of the ship. The following 
arrangements have also been made for the benefit and com- 
fort of the passengers on board: Wireless telegraphy on the 
boat deck, gymnasium on the promenade deck, electric light 
bath on the bridge deck, bookseller’s shop on the bridge deck, 
inquiry office on the bridge deck, barbershop and ladies’ hair- 
dressery on the upper deck, with separate entrance for second 
class passengers, dark room on the upper deck, printing office 
on the saloon deck. 

The first class galley, pantry, confectionery, butchery, bak- 
ery, knife-cleaning room and the necessary sculleries, are situ- 
ated on the port side on the saloon deck, and are fitted with 


Marcu, 1900. 


all the latest mechanical devices. Special pantries have been 
provided for the different houses in the other decks of the 
vessel as well. An important function in connection with the 
culinary rooms is the placing of provision stores and cold 
lockers. From the same deck on which the galleys are situated, 
and from the same working passage, an electric lift for goods 
runs down to the stores. The second class galley is treated 
in the same manner as the first, and is situated on the same 
deck near the second class saloon. The third class passengers 
have their own galley on the upper deck, forward, which is 
in due connection by means of a lift to the third class pantry 
below and with the saloon. There is also a fourth class galley, 
and separate from these a Kosher (Jew) galley. 

Besides the watertight bulkheads and the cellular double 
bottom the following safety arrangements have been fitted: 
Sixteen lifeboats and ten collapsible boats on the boat deck 
and housetops, hanging in Welin quadrant davits; life-belts for 
every passenger, submarine signals, Lloyd Stone’s hydraulic 
bulkhead doors, large steam pumps, fire bulkheads in the 
erections above the saloon deck, steam and water fire ex- 
tinguishing plants throughout the ship, loud-speaking and 
ordinary (for first class cabins) telephones. 

The sister ship of the Cleveland, the Cincinnati, was 
launched from the yards of F. Schichau, at Danzig, on July 
27, 1908, and it is expected that she will make her maiden trip 
to New York in May, 1909. 


MARINE ENGINE DESIGN. 


BY EDWARD M. BRAGG, S., B. 


The yokes, Fig. 52, should be figured as beams supported at 
the ends and loaded at the middle with the load L. The 
surface of the valve stem guide in the case of single valves, 
and of the valve-yoke guide in the case of twin valves, should 
be such as to keep the unit bearing pressure, due to the load 
P, between 70 and 100 pounds. 

The diameter of the eccentric rods and drag rods at the 
middle should be figured by the connecting rod formula, as 


FIG. 52. 


they are columns hinged at the ends. The diameter of the 
drag rods at the ends can be made three-fourths of their 
diameter at the middle. The diameter of the eccentric rods 
at the top should be 0.9, and at the bottom 1.1 of the diameter 
at the middle. The length of the drag rods is usually from 
15E to 18, and of the eccentric rods 20E to 30E for mer- 
chant engines and 15£ to 20E for naval engines, The diameter 


International Marine Engineering 89 


of the bolts in the caps, etc., should be such as to carry the 
loads with the factors of safety given in Table IV. 

The link is usually of the double-bar type, Fig. 53, and is 
figured as a beam supported at the ends and loaded at the 
middle with the load L; as mentioned before, the length of 
the beam, or distance between eccentric rod pins, a, is usually 
6E. The breadth of the bars 0} is usually about one-third of 
the depth c, and the depth is so chosen that the factor of safety 


FIG. 53. 


will be 12, as the load is alternating. Making this assumption 
in regard to the relation of breadth and depth, the formula 
for the depth of each link bar becomes: 
3 lola 
h= \ , 
4} 


L = load upon valve gear; 
a = distance between eccentric rod pins; 
and / = allowable stress with factor of safety of 12. 

The diameter d of the link block pin, Fig. 54, is from 0.9 to 
1.0 of the depth of the bar c; the diameter of the eccentric 
rod pins e, Fig. 53, is about three-fourths the depth of the 
link bar, and the diameter of the drag link pin f is about 
three-fourths the diameter of the eccentric rod pin. The 
lengths of all these pins, as well as that of the block gibs g, 
must be such as to keep the bearing pressures within the 


(60) 


where 


limits given in Table VII. The thickness of the metal h join- 

ing the link block pin at the sides to the sliding gibs should 

be from 0.25 to 0.3 of the diameter of the link block pin d. 
The diameter of the eccentric will be: 


D=2r+ E+ 0), (6r) 
where 1 = radius of eccentric pad on crank shaft; 
E = the eccentricity; 
r 
c = —, if the lower part of the eccentric is made of cast iron, 
3 
rp 
and = -— if it is made of cast steel. 


The upper part of the eccentric, Fig. 55, is always made of 
cast iron, and joined to the lower part by bolts or collar studs. 
The keyway should be cut on a line at right angles to the joint 


go International Marine Engineering 


MArcH, 1909. 


of the two parts, so that the eccentric can be readily taken 
off. If the eccentric is so situated that it can be moved along 
the shaft clear of the key, then the keyway can be on the side, 
as shown dotted in Fig. 55, and the set screw more con- 
veniently located. 

It is well to make the keyway considerably broader than the 
key in the shaft, and to fit liners on either side, so that slight 


FIG. 55. 


changes can be made in the angular advance, if it is thought 
best. The breadth of the eccentric should be sufficient to keep 
the bearing pressure within the limits given in Table VII. 
The eccentric strap, Fig. 56, should have lips fitting on each 
side of the bearing surface of the eccentric sheaves, to keep 
the strap in place. The strap bolts should be designed to 
carry the load L coming upon the valve gear, as should also 
the bolts uniting the eccentric rod to the strap. The straps are 
usually made of cast steel lined with white metal, and the 
section of the lower half, exclusive of the white metal, should 
be sufficient to carry the load L with a factor of safety of 8. 
The reverse shaft levers, Fig. 51, should be figured for the 
load 2P upon the drag rods, and should be of such a length 


Ws 
S | a 


WO 


ZN 


ee | 


OMMHMILAAKKCDBONIS. 


that the angle moved through is not more than 80 degrees. 
The “gag” upon the lever should be so arranged that, in the 
backing position, the center line of the screw is vertical. This 
will cause the position of the link, when backing, to be prac- 
tically the same, irrespective of the position of the end of the 
drag rod in the slot. In the ahead position of the lever the 
gag screw will be nearly horizontal, and the link can be pulled 
in an amount about equal to the travel of the nut on the 
thread. 

The reverse shaft should be figured for torsion and bending, 
due to the thrust of the drag rods. As it is not always possible 
to get the bearings close to the various reverse shaft levers, 
the bending moment may be large in these shafts. The equiva- 
The 
twisting moment 7 used in this formula should be that coming 
upon the portion of the reverse shaft nearest the reversing 
engine. The reversing engine is usually placed near the 
middle of the length of the main engine, and it is generally 


lent twisting moment should be found by formula 36. 


safe to figure the shaft for the twisting momént necessary to 
move the low-pressure gear; for when these links make the 
greatest angle with the horizontal plane the other links are 
in a more advantageous position. In the preliminary design 
the bending moment can be neglected, and the factor of safety 
increased from 12 to 15 to allow for this neglect. After taking 
off the medium-pressure reverse shaft levers, the size of the 
shaft running to the high-pressure levers can usually be 
decreased. ; 

In using formula 52, the weight of the valves, valve stems, 
cross-heads and blocks is usually obtained from data for 
similar engines. If no such data are available, Fig. 57 can 
be used to get the weight of valves for purposes of calculation. 
The ordinates of the curve are the weights of the valy 2s 
divided by the eccentricity, so that the weight of any diameter 


OA{BA JO IOJOUIVIG 


Scale: 1 In.=1650 Lbs. 


Weight of Piston Valve 

Eccentricity 

FIG. 57. 

of valve can be obtained approximately by multiplying the 
quantity in Fig. 57 by the eccentricity used. The weight of 
the other parts can be calculated roughly. 

Calculations —Assumed weights of valve gear are as fol- 
lows: 


High-pressure (12 inches diameter): 


RONEN agenda sacs bocc oo ob momes 325 pounds. 
1y Hata OBA OOo So 6.6.0 Fn oinib.6 parole c 350 pounds. 
PDO CK 5s, ae ies BRR eee eee CaCO roo pounds. 


775 pounds. 
Medium-pressure (two 17 inches diameter): 


DIeVALVESs, 9 ici che atachoe aR ee eee 1,020 pounds. 
BESLEMS hala cjsra (espa cleyaces er Rr ners ere 500 pounds. 
TACKOSSNEAC exis 5 tacts eye eRe 325 pounds. 
Tiblockees. seats sin tev honest eae aan roo pounds. 


1,945 pounds. 
Low-pressure (two 274 inches diameter): 


A NING Spo cap Ronan acadepoduadGoods 2,650 pounds. 
A SigiBcooncdaowbadosendoocsuoo00 od 500 pounds. 
TA CLOSSHEAC EE Reno eRe cee rr 400 pounds. 
dno) oral Ra Sone enee aoe mcicinacd cod ood 100 pounds 


3,050 pounds. 


Marcu, 1900. 


International Marine Engineering OI 


Formula (54): 
L = [3 + (0.00002837 X 4.75 X 1207)]3,650 = 18,100 for low- 
pressure. 


9,100 for medium. 


= [3 + (0.00002837 X 4.25 X .1207)]1,945 = 
pressure. 
18,100 X 0.7431 


Formula (59): P= = 4,475 for low-pressure. 
3 
9,100 X 0.7 
P = ——————_ = 2,125 for medium-pressure- 
; 3 

Assume length of drag rods = 16E = 68 inches. 

Assume length of eccentric rods = 22E = 94 inches (approximately). 
60,000 
j= = 5,000 pounds per square inch. 
12 


Drag Rods—Low-pressure Gear. 
Formula (27): 
2 X 4,475 
F= = 0.572 
7 X 5,000 


1.08 X 0.572 X 60,000 X 68? 
DP= \ 
10,000,000 


D = 2.18 inches (use 24 inches) at middle of length; 
2.25 X 0.75 = 1.69 (use rj} inches) at ends. 
From Table IV., the load, 4,475 pounds, requires two r1-inch 
bolts to be used in the drag rod caps. 
Lecentric Rods—Low-pressure Gear. 
70,000 
j= = 5,840; 
12 


+ 0.327 + 0.572 = 4.76 


2 X 18,100 
F = ——— = 1.08 
7 X 5,840 


x: .08 X 1.98 X 70,000 X 94? 


D? = + 3.96+ 1.98 = 13.65 


10,000,000 
D = 3.69 inches (use 3? inches) diameter at middle of rod; 
3.75 X 0.9 = 3-38 (use 3% inches) diameter at top of rod; 
3-75 X 1-1 = 4.13 (use 4 inches) diameter at bottom of rod 

{he low steam speeds used and the large low-pressure valve 
resulting, together with the larger eccentricity, make the low- 
pressure eccentric rods larger than we care to use on the 
medium-pressure and high-pressure gears, so the rods for the 
latter will be calculated from the medium-pressure weights and 
eccentricity. 

With L = 9,100, E = 4.25. Formula 27 gives the diameter 
at middle of medium-pressure and high-pressure eccentric 
rods = 3 inches; diameter at upper end of medium-pressure 
and high-pressure eccentric rods — 234 inches; diameter at 
lower end of medium-pressure and high-pressure rods = 33% 
inches. 


Links. 


Formula (60): 


Dl) X< ik} Tio < 28.5 
h= = 5.83 (use 5} inches) for depth of link 
4 X 5,840 


5-75 


bar. 


Breadth of link bar = = 1.92 inches (use 2 inches). 


8 
Diameter of link block pin 
: = 5-75 X 0.9 = 5.18 inches (use 5 inches). 
Allowable load, Table VII. = 800. 
18,100 
= 4.83 inches (use 5 inches for length of pin), 
75° X 5 


Length of link block gibs 
18,100 


= 15 inches. 
2 X 2 X 300 
Thickness of metal joining link block pin and gibs 
= 5” X 0.3 = 1.5 inches. 
Diameter of eccentric rod pins 
=5 0.75 = 3-75 inches. 
Length of eccentric rod pins 
18,100 


= = 3.22 inches (use 3} inches’. 
2X 3-75 X 750 
Diameter of drag rod pins 
= 3.75 X 0.75 = 2.82 inches (use 3 inches). 
Length of drag rod pins 
4,475 
= ——— = 2.08 inches (use 3 inches). 
3 X 500 ; 
Diameter of low-pressure eccentric, which is on a coupling, (see 
Figure 46), = 2(11.625 + 4.75 + 3-25) = 39-25 inches. 


Diameter of medium-pressure and high-pressure eccentrics. 

= 2(6.375 + 4.25 + 3.25) = 27-75 inches. 
18,100 
Width of low-pressure eccentric = 3.06, (use 3 
150 XK 39-25 

inches). Allowing for 4-inch lip on each side, the total breadth of 
low-pressure eccentric and strap = 4 inches. 

Width of medium-pressure and _ high-pressure eccentrics 

9,100 

= = 2.19 (use 3 inches). Allowing for }-inch lip 

I50 X 27.75 


on each side, the total breadth of high-pressure and medium- 
pressure eccentric and strap = 4 inches. 

Diameter of bolts and studs in eccentric sheaves, see Fig. 56, 
to be 2 inches, see Table IV. 

In order that the reverse shaft levers may not have to move 
through an angle greater than 80 degrees, the length of the 
levers should be: r 

4-75 X 6 14.25 
= 23.4 inches (use 234 inches). 


2 < sin 37230’ 0.61 
We will place the reversing cylinder between the low- 
pressure and medium-pressure cylinders, and figure the re- 
verse shaft for the twisting moment from low-pressure gear. 
T = 2X 4,475 X 23.5 = 210,000 inch pounds. 
70,000 
j= = 4,670 pounds. 


15 


3 /210,000 X 5.1 
ID = 4) maar = 6.12 inches (use 6 inches) for the diam- 
4,670 eter of the reverse shaft. 
Assuming that the turning moment necessary to reverse the 
high-pressure gear is one-half that for the low-pressure gear, 
the size of shaft beyond where the medium-pressure reverse 
shaft levers are taken off can be made 5 inches. 


An error in the article “Recent Additions to the British 
Fleet,” published in our January issue, has just been brought 
to our attention. The article stated that although the old 
Inflexible had two turrets mounted en ec/iclon, all the guns 
could not be fired on both broadsides, whereas in the new 
Inflexible all the guns mounted en echelon on the upper 
deck could be trained to fire on either side of the ship. As a 
matter of fact, the deck plan of the old Inflexible shows three 
separate erections on the main deck—one at the bow, one at 
the stern and one in the center of the ship. 
nected by narrow bridges, and there was ample space between 
the separate parts of the superstructure to train the guns in 
either turret across the ship, 


These were con 


92 International Marine Engineering 


Marcu, 19009. 


A NEW TYPE OF TORPEDO BO AT.* 


BY HUDSON MAXIM. 


A little while ago, the Whitehead automobile torpedo was 
thought to be a valuable adjunct to the armament of the 
modern battleship, but the range of the guns has now been 
so increased that such torpedoes become a useless incum- 
brance, because of the shortness of their range, notwithstand- 
ing the fact that their manufacturers have done everything 
possible to perfect them and to increase their speed and 
range. Their range is necessarily limited to that attainable 
by the charge of compressed air they are capable of carrying. 

During the past few years, the air pressure has been in- 
creased from 1,300 pounds to the square inch to 2,250 pounds 
to the square inch, and the weight of air from 60 pounds to 
130 pounds in the 18-inch torpedo; and still the maximum 
range of the 18-inch torpedo is only from 3,000 to 3,500 yards, 
practically about one-third of the range of the high-power 
guns which determines the distance apart of the lines of 
battle; and the maximum rate of speed of this torpedo is 
about 35 knots. 

In order to carry the air under the enormous pressure, a 
very strong and very heavy steel air ‘flask is needed ; and as 
the weight of the entire torpedo must not exceed the weight 
of the water displaced by it, the propelling mechanism has 
necessarily to be made very light and delicate for the energy 
it has to transmit, 

But what is far more important, the explosive charge also 
has to be reduced to a minimum, in order to float the heavy 


Submerged Waker Line 


and from one end, and water is forced through the water- 
jacket into the combustion chamber, to be evaporated by the 
flame blast forcing the water along with it through an ato- 
mizing device, whereby it is instantly converted into steam, 
and the combined steam and products of combustion form 
the motive fluid. 

The water will be taken in from the sea as required, so 
that it will not be necessary to carry the water supply on 
board the torpedo. 

One pound of motorite evaporates a little over two pounds 
of water, so that one pound of motorite produces the equiva- 
lent of three pounds of steam, for the products of combus- 
tion of the motorite mingle with the steam produced. The 
steam from the combustion chamber is conducted to tur- 
bines, or other engines or devices for propelling the torpedo 
through the water. By means of this system of propulsion, 
the range of the automobile torpedo can easily be doubled, 
while at the same time its speed can be increased 50 percent. 
The heavy air-flask will be done away with and will be re- 
placed by a shell merely strong enough and heavy enough 
for structural rigidity. 

This will enable the carrying of 160 pounds of motorite in 
place of the 130 pounds of air now carried, and as each 
pound of motorite will evaporate two pounds of water, we 
have available 480 pounds of motive fluid; and as steam and 
the products of combustion of motorite are much more effi- 
cient as a motive fluid per unit of weight than compressed 
air, it is safe to assume that we have available four times the 
energy now available in the 18-inch torpedo. 


PROPOSED DESIGN FOR A SUBMERSIBLE TORPEDO BOAT WITH A DESTRUCTIBLE BOW. 


air-flask and the weight of air it contains; and this notwith- 
standing the fact that the quantity of high explosives ought 
to be greatly increased in order to ensure destruction of the 
warship struck by it. In the recent war between Russia and 
Japan, the Whitehead torpedo proved a great disappointment. 

If the speed of an automobile torpedo could be increased 
50 percent, its accuracy also would be greatly increased, for 
it would be far less affected by currents, and would be far 
‘more likely to strike a moving target, while if its range 
could be increased 100 pércent, it would then become an 
efficient adjunct to the armament of every war vessel, where- 
as if its range could be increased to 5 miles—practically three 
times what its range now is—even though its speed were to 
remain at 35 knots, it would be able to pass over the inter- 
vening space separating the lines of battle of opposing fleets. 

During the last ten years I have conducted a large number 
of experiments at a cost of more than $50,000 in the develop- 
ment and demonstration of a system for the propulsion of 
automobile torpedoes and torpedo boats by energy derived 
from the products of combustion of a self-combustive fuel 
called motorite, consisting of 70 percent nitroglycerin and 30 
percent guncotton. The guncotton is gelatinated by the nitro- 
glycerin, forming a dense, tough and rubbery material. This 
material is made into bars about 7 inches in diameter and 6 
feet long, for use in torpedoes the size of the 18-inch White- 
head torpedo. For the 21-inch torpedo, the stick will be both 
bigger and longer. 

The motorite bars are forced into and sealed in steel tubes 
for use, and these steel tubes containing the motorite are in- 
serted into the torpedo and are surrounded by a water- 
jacket. The motorite can be ‘ignited and can burn only at 


*From a paper read before the American Chemical Society, New 
York, October, 1908. 


Instead of carrying but 200 pounds of wet guncotton—the 
present charge—we should be able to carry 300 pounds of 
Maximite, which is practically twice as powerful per unit of 
weight as guncotton, while its density is 50 percent greater 
than that of guncotton, so that we should have a warhead 
easily three times as powerful as the present warhead, 

The thing most needed at the present time is a torpedo boat 
capable of passing unscathed through the fire of quick-firing 
guns of a battleship in order to get near enough to reach her 
with certainty with torpedoes carrying a sufficient quantity 
of high explosives in the warhead to ensure her destruction 
when hit. : 

I am strongly of the opinion that the most effectual way 
of accomplishing this result is to construct a torpedo boat in 
the following manner: 

Build the hull of the boat somewhat on the lines of the 
cigar-shaped automobile torpedo. Even a perfect counterpart 
of the torpedo in shape would serve the purpose well; but I 
would suggest a little greater vertical than horizontal diame- 
ter. In other words, I would build the boat a little more 
fish-shaped than the torpedo, and I would construct it so that 
it would be adapted to travel both upon the surface of the 
water and in a semi-submerged position, or rather, in a nearly 
submerged position. I would drive the boat with gasoline 
engines under normal conditions, and when going into action 
—that is to say, in making the run of attack—the boat would 
be in its nearly submerged position and would be driven by 
the combined power of the gasoline engines and motorite. 

The gasoline engines will be provided with a shift gear, 
something like that employed on automobiles, so that under 
normal conditions—that is to say, when the boat is propelled 
along the surface of the water by the gasoline engines alone— 
the propellers will be driven at a slower speed, and a speed 


MarcH, 1900. 


International Marine Engineering 93 


adapted to the speed of the boat thereby secured; but when 
going into action in a submerged position and traveling at 
possibly double the speed, the gear will be shifted so that 
the propellers will travel at a speed commensurate with the 
higher speed of the torpedo boat. 

The boat will be provided with a top keel or fin a little 
thicker than a man’s body across the shoulders at the rear- 
ward end, being narrowed down forward, and a conning-tower 
large enough for a man to stand erect. The front end of the 
superstructure will be sharp, and water will be thrown to 
right and left and will not obscure the forward view of the 
occupant of the conning-tower. The superstructure will be 
subdivided into small compartments, filled with cellulose. The 
partitions between the compartments will be thin sheet metal. 
The whole superstructure, except the conning-tower, will be 
very light and entirely dispensable, and can be shot away 
without actual damage to the boat itself. The superstructure 
will be for flotation purposes only, serving to tie the boat 
to the surface of the water, while the boat itself will be ac- 
tually submarine. The superstructure will project above the 
surface of the water about a foot. The conning-tower will 
be protected by thin armorplate thick enough to resist the 
projectiles of small quick-firing guns, and there will be no 
danger of being hit by guns of a larger caliber. 

It will be extremely difficult to hit either the superstructure 
or the conning-tower, even with small, quick-firing guns, for 
the conning-tower will not be more than two feet above the 
surface of the water, and will not exceed three feet in diame- 
ter, and will be moving forward at the rate from 40 to 60 
miles an hour. , 

Of course, it will require stupendous energy to propel a 
submarine boat through the water at so high a rate of speed, 
and there is nothing available known to me except motorite 
which can supply the required energy. With motorite, how- 
ever, we have easily all the energy that may be required for 
any desired rate of speed until the motorite is entirely con- 
sumed, Enough motorite can easily be carried to drive such 
a submarine boat at a speed of sixty miles an hour for a dis- 
tance of 30 miles. This will be sufficient to overtake and 
sink any battleship that might be sighted. Of course, a speed 
of 45 miles an hour can be maintained for a much longer 
time, probably for an hour and a half, with the same quantity 
of motorite. 

The Whitehead torpedo is in reality a sort of submarine 
torpedo boat, and what is true of it also holds true of the 
torpedo boat I propose. Of course, the keel and superstruc- 
ture in the boat I propose would offer additional resistance, 
but on account of the larger size of the boat and its greater 
length and the enormous quantity of motorite that may be 
carried, we shall have available more than enough energy to 
make up for the increased resistance. 

The boat will carry, say, a couple of torpedoes in the prow 
and launch them when getting within close range of a war- 
ship. These torpedoes should each carry at least 500 pounds 
of high explosive. It would be better if they carried half a 
ton each in the warhead. 

I have shown how a torpedo boat may be made so that it 
may be safely run through the zone of fire of a battleship to 
launch its torpedoes at close range. I am, however, of the 
opinion that a far better way, and one which will be adopted 
in the near future, will be to employ a torpedo boat which 
shall itself constitute an enormous torpedo. It will be a spe- 
cies of ram; but instead of depending upon the steel prow 
for punching a hole in a warship, it will be armed with a ton 
of high explosive. The boat will be made, say, 300 feet in 
length over all, and 100 feet of the forward portion of the 
boat will be wholly dispensable and may be blown away with- 
out injury to the boat proper, the boat proper being but two 
hundred feet long. 


The warhead of the torpedo boat will strike the battleship 
below its armor belt and the blast of the explosion will be 
inward and upward through the warship, while the reacting 
blast of the explosive charge will not be very severe upon 
the occupants of the torpedo boat. They will be hurled back 
by an enormous wave of water, but it will not be a quick, 
sharp, destructive blow, dangerous to the occupants of the 
boat or to the boat itself. 

After torpedoing a warship, the torpedo boat, with its dis- 
pensable bow blown off, will still be in perfect trim to re- 
treat and escape. 

Of course, this torpedo boat will not supplant the automo- 
bile torpedo, for that will be employed in other evolutions; 
but for the direct run in upon a warship, this form of tor- 
pedo boat with a ton of high explosive in the warhead will 
be the main arm of naval service, for nothing could prevent 
one of these torpedo boats from selecting any battleship in 
any fleet and sinking it without a chance in a hundred of 
being prevented. 


GUNBOAT BOILERS. 


BY CHARLES S. LINCH. 


The question is frequently asked, what is a low high-pres- 
sure boiler? In reply to these questions the attention of 
readers of this journal is called to the drawings here- 
with shown of the low high-pressure boilers installed on the 
Wilson Line steamboats, which are in service on the Delaware 
River between Philadelphia and Wilmington. This type of 
boiler is more frequently termed a “gunboat” boiler, for the 
reason that it is frequently used in gunboats or other shallow 
draft vessels where there is no room between the decks for 
the ordinary type of Scotch boiler. In the gunboat boiler the 
furnaces lead to a common combustion chamber, from which 
the boiler tubes extend to the back head of the boiler. Thus 
the construction of a gunboat boiler is very similar to that of 
a Scotch boiler, while the diameter is very much less. 

The two Wilson line steamers, Brandywine and City of 
Chester, were built by the Harlan & Hollingsworth Corpora- 
tion, at Wilmington, Del., the Brandywine in 1883 and the 
City of Chester in 1888. The Brandywine is 177% feet long, 
with a molded beam of 25.1 feet, and she is driven by a single 
four-and-aft compound engine, having cylinders 21 and 42 
inches in diameter, with a stroke of 24 inches. The boilers 
originally installed on this boat were in service until 1905, 
when it was found that the furnaces and combustion chambers 
would have to be replaced, although the shells were in perfect 
condition. It was found that the cost of tearing the old 
boilers out and rebuilding them would be more than the cost 
of entirely new boilers, and, therefore, new ones were built 
from similar designs. Plans for these new boilers are shown 
in Fig. 1. The steam pressure carried on the old boilers was 
120 pounds, but when the new boilers were installed this was 
raised to 150 pounds, and the diameter of the high-pressure 
cylinder of the engine was reduced to 21 inches, making the 
ratio of cylinder capacities 1 to 4. 

This boat has proved remarkable in many ways. In ten 
months she recently ran 47,750 miles with a cost for machinery 
repairs of only 5 cents, this expenditure being for a ¥4-inch 
close nipple. During the summer three round trips are made 
per day, and in the winter one and a half trips are made daily. 
Her performance in the ice is considered remarkable. as it has 
frequently happened that when the ice boats have been unable 
to cut their way out the Brandywine has come through. 

The City of Chester is 197 feet long over all, with a molded 
beam of 28 feet and a total beam outside the guards of 40 
feet. She is equipped with one three-cylinder triple-expansion 
engine, with cylinders 181%, 27 and 42 inches in diameter and 


94 International Marine Engineering 
ee ene ee ee ba nn eS Ra ee 


a stroke of 24 inches. The two boilers which were originally 
installed on this boat when she was built in 1888 are still in 
service, and are still carrying the steam pressure of 160 pounds 
for which they were originally designed. In 1896 the com- 
bustion chambers of these boilers were increased 6 inches in 
length, and suspension furnaces of the Morison type were 
substituted for plain furnaces. Corresponding to the change 
in length of the combustion chamber the old tubes were re- 
duced 6 inches in length and were replaced; but, up to the 
present time, only about one-third of the old tubes have been 
renewed. 

The boilers of both the Brandywine and City of Chester 
are operated under forced draft, which is maintained by steam 


TAKE LENGTH | | 
FROM BOILER 


Marcu, 1909. 


accuracy of the steam gages, which have been in place ever 
since the boats have been in existence, and which have main- 
tained their accuracy to the present day. These gages were 
manufactured by the American Steam Gauge & Valve Manu- 
facturing Company, of Boston, Mass. 

Although the requirements which these particular boilers 
are forced to meet are exacting, nevertheless their superiority 
over any other type of boiler for such service has been well 
demonstrated. It would be impossible to install Scotch boilers 
in these boats, as they would encroach upon the deck space 
which must necessarily be reserved for freight. A careful study 
of the drawings will serve to show that these boilers are not 
only strong and well built, but that the steam space is large as 


m 
-1% Bouts 


13%" STAY BOLT a 
a 8 THR'DS PER 1 


peal TUSES 2 76"0UTS.OIAV9 3.W.G, ROLL 
PLAIN 7142 ROLLED AN 
i 


26" 6 


y 


1-33 OUT.DIA.-¢ 
v4 


ao 
F 1 
110 10. sf 


FIG. 1.—DETAILS OF GUNBOAT BOILERS ON THE BRANDYWINE. 


jets of the Bloomsburg type. A Bloomsburg circulator is also 
used in each boiler. The Brandywine is now equipped with a 


Riley feed-water heater, while the Chester takes her feed. 


direct from the filter box. Each boiler is provided with main 
and auxiliary feed, the main feed pump being a 7 by 4% by 
8-inch Worthington duplex, and the auxiliary feed by in- 
jector. 

The fuel consumption of both the City of Chester and the 
Brandywine, under forced draft, is 35 pounds per square foot 
of grate area per hour. Under natural draft it is from 20 
to 22 pounds. 

At the end of the season, when the boilers are opened, the 
interior is invariably found to be in perfect condition, without 
the slightest trace of grease, mud, scale or, ii fact, any sign 
of deterioration. This fact accounts for the long life and 
continued efficiency of these boilers, and is due to the constant 
attention which they receive by the engineers in charge, since 
the class of work which these boats do in both summer and 
winter does not permit the boilers to be opened for months 
at a time. The machinery in these boats has proved as 
efficient as the boilers, which is shown in the instance of the 
packing in the high-pressure and low-pressure stuffing-boxes 
of the Brandywine, which was not touched for twenty-three 
years, while the piston rods are in perfect condition without 
a scratch upon them. Further evidence of the class of work 
turned out when these boilers were installed is shown in the 


compared to that of many Scotch boilers; that is, the ratio of 
the volume of the steam space to the volume of the high- 
pressure cylinder is large. Trouble from leaky seams has not 
been experienced with these boilers, due probably to the fact 
that water circulators are fitted. The frequent claim that 
the low high-pressure or gunboat type of boiler is an in- 
efficient steam generator and a poor design to use has been 
entirely discredited in the case of these two boats. 


BOILERS OF THE “BRANDYWINE.” 


The boilers of the Brandywine, details of which are shown 
in Fig. 1, are 23 feet long, 7 feet 4 inches in diameter, built 
for a working pressure of 150 pounds per square inch. The 
total heating surface is 1.405.9 square feet, divided as fol- 
lows: ‘Tubes, 1,234 square feet; furnaces, 98.4 square feet; 
combustion chamber, 58.5 square feet; tube plate, 15 square 
feet. The total grate surface is 39.5 square feet, making a 
ratio of heating surface to grate area of 35.5 to 1. The area 
through the tubes is 703 square inches per square foot of grate 
area. 

The shell of the boiler is in three courses, and is 19/32 inch 
thick. The circular seams are double-riveted lap joints, with 
7-inch rivets spaced 314 inches between centers, The longi- 
tudinal seams are triple-riveted butt joints, with the outside 
straps Y% inch thick and 9 inches wide, and the inside straps 
14% inches wide and % inch thick. The rivets are 7% inch 


Marcu, 1900. 


diameter, and are spaced 3% inches and 6% inches between 
centers. The percentage strength of this joint, as compared 
with the solid plate, is 85.8. 

Each boiler has two corrugated furnaces, 3 feet 3 inches 
outside diameter, 8 feet 11 inches long, 13/32 inch thick; and 


International Marine Engineering 


95 


These stays are fastened to the crown sheet so as to leave a 
clear water space of 114 inches all over the sheet. 
BOILERS OF THE “CITY OF CHESTER.” 
The two boilers of the City of Chester are each 23 feet 
long and 8 feet diameter. Each boiler has two plain circular 


\ 


rarer. — == 
OESUESA 4 TUBES 236 EXTERNAL DIA.NOs|12 B.W.Ce 
eal aa 
haar = 
hae Ls = = 
alchs J IGU 1k 
Bw & s li 
“32 O| 
aire 
z= one D —— = 
ice 23°0 = 
4+ ” 
ve Dials LC = 5 
= tt 3G ah == = = —— —— - 
| 26 iD 1011 lI MANHOLE 
Woo 65 11x 15° 
4 1 oof eee bi 
fi Le a ae ae <——T ie = 421g- = 
H 1 
t J ! J 
4 1 


FIG. 2.—ONE OF THE GUNBOAT BOILERS ON THE CITY OF CHESTER. 


174 214-inch outside diameter tubes. Thirty-two of the tubes 
are wrought iron stay tubes, No. 9 B. W. G.; the remaining 
142 are wrought iron plain tubes, No. 12 B. W. G. The dis- 
tance between tube plates is to feet 10 1/16 inches. 

The front head of the boiler is a single sheet, 14 inch thick, 
flanged inwards to join the shell and outwards for the fur- 
nace mouth. The portion of the head above the furnace is 


furnaces, 38 inches inside diameter and 9 feet 6 inches long, 
with a single combustion chamber, 2 feet 6 inches deep and 
204 2% inches outside diameter ,tubes of No. 12 B. W. G. 
thickness. The total heating surface in each boiler is 1,644.5 
square feet, divided as follows: Flues, 109.5 square feet; 
combustion chamber, 58.5 square feet; tubes, 1,457.5 square 
feet; back tube sheet, 19 square feet. The grate area of the 


FIG. 3.—RESULT OF LOW WATER IN THE NEW BOILERS OF THE STEAMER BRANDYWINE. 


reinforced by a 3£-inch doubling plate, and the portion below 
the furnace by a 5/16-inch doubling plate. 
The heads of the boiler are stayed by 2%4-inch through stay 


rods and 2%4-inch diagonal stays. The lower part of the heads. 


is braced by 134-inch stay rods, fastened to the combustion 
chamber by two 13£-inch bolts, as shown in the details, Fig. 1. 
The staying of the combustion chamber crown sheet is ac- 
complished by means of sling stays to the shell of the boiler, 
spaced 6 inches longitudinally and 614 inches across the boiler. 


boiler is 42.75 square feet, therefore the ratio of heating sur- 


1,644.5 
face to grate area is = FI5 TO ts Winx whe ares 
42.75 
through the tubes is 5.8 square feet, and the ratio of the area 
42.75 
of the grate surface to the area through the tubes is ———, 
5.8 


ON FB Wo) I 


06 International Marine Engineering 


Marcu, 1909. 


— eee 


The boilers were designed for a working pressure of 160 
pounds per square inch. They were built of six courses of 
steel plate .66 inch thick. The circular seams are double- 
riveted lap joints, fastened with t-inch rivets spaced 3% 
inches between centers. The longitudinal seams are triple- 
riveted butt joints with steel butt straps, 14 inch thick, fast- 
ened with r-inch rivets spaced 4% inches between centers. The 
front head is made in two sections, the furnace sheet and the 
upper sheet. These are fastened together with a lap joint by 
Y-inch rivets spaced 2% inches. Both sheets are %4 inch 
thick, and the furnace sheet is flanged inwards at the furnace 
mouth. 

The furnaces themselves are plain cylindrical tubes of 
Y4-inch plate, with single-riveted lap longitudinal joints, fast- 
ened with 7-inch rivets spaced 21% inches between centers. 
The furnaces are stayed by means of iron rings, 3 by 1% 
inches half round at the top and flat on the bottom. On the 
upper part of the furnace, above the grate bars, these re- 
inforcing rings are separated’ from the furnace by thimbles 
around the rivets 114 inches long, leaving a clear water space 
outside the furnace. On the bottom of the furnace, how- 
ever, these reinforcing strips are riveted fast to the plate 
without the intervening water space. There are four re- 
inforcing rings on each furnace. The grates are each 6 feet 
9 inches long, and terminate at a soapstone fire wall. A 
similar wall is also placed at the top of the furnace at the 
entrance to the combustion chamber, in order to protect the 
crown sheet thoroughly. 

The combustion chamber tube plate is %4 inch thick, and is 
flanged inwards to join the wrapper sheet. The crown sheet 
is stayed by the ordinary form of girder crown bars, carrying 
stay-bolts 13g inches diameter outside the threads and spaced 
6 inches apart. The girders themselves are spaced 6% inches 
center to center. Each girder is composed of two 34-inch 
plates, 644 inches wide. The sides and bottom of the com- 
bustion chamber are supported by 13é-diameter threaded stay- 
bolts, spaced 614 inches circumferentially and 634 inches longi- 
tudinally. These stays are fitted with nuts, both outside the 
boiler shell and inside the combustion chamber. 

The heads of the boiler are stayed partly by means of 
through stay rods of double refined iron, 2% inches in 
diameter, and partly by gusset stays of 5£-inch plate, 10% 
inches wide, riveted to the shell and to the head by double 5 
by 3 by %-inch angele bars. Details of the method in which 
the through stays are fastened to horizontal angle bars on 
the heads are shown in the drawing. 


ACCIDENT TO THE BOILERS OF THE BRANDYWINE. 


On Sept. 5, 1908, while the chief engineer of the Brandy- 
wine was off duty, the assistant, through negligence and 
neglect, allowed the water to become low in the boiler with 
the result that the crowns of the furnaces came down, as 
shown in Fig. 3. No deposit of any kind was found in the 
boiler, so that the only reason that could be assigned for the 
accident is low water. At this time the feed pumps were at 
the shops being overhauled, and hence the injector was the 
only means which could be relied upon for feeding the boiler. 
An examination of the water-glass fittings was made, and 
the bottom was found clogged with mud, while the top connec- 
tion contained pieces of glass, which prevented it from func- 
tioning. The engineer on watch admitted having renewed the 
glass without cleaning out the connection. Taking into ac- 
count the surface, which was at a high temperature at the time 
of the accident, if water had been put into the boiler it is 
probable that the safety valves and engines would not have 
taken or reduced the volume of steam to a point to pre- 
vent rupture. The material of which the furnaces were 
made was of splendid quality and showed high physical 
properties. 


ANCHORS. 


BY J. M. BULKLEY. 


"The constituent parts of the common anchor, as it is 
familiarly known, are the shank, the stock, the ring, or shackle, 
and the two curved arms, or crown, with their flukes. These 
parts were mostly of solid iron, except the stock, which was 
generally composed of two cheeks of wood, fastened together 
with hoops or tree-nails, and sometimes of metal. An English 
shipbuilder named Hawks secured a patent in 1823 for an 
improvement upon the then existing form, which consisted 
in forming a groove down the center of the shank, for the 
cable to pass through, and to which a chain was to be attached 
to the ring at the end. 

Capt. Rodgers, of the Royal navy, devised a compound 
anchor in 1828, upon which he was granted a patent. It is in- 
conceivable in these days that such a contrivance as is de- 
scribed could have received even passing consideration. It 
consisted of a hollow shank of iron, which was to receive a 
core of wood, and which, with the stock, was composed of 
several pieces bolted together. 

The best anchors of the solid description were forged from 
“bundled” or scrap iron. For the introduction of an improved 
method in preparing the material credit was given to Henry 
Cort, the person who led the way to the practice of puddling 
in the conversion of cast into malleable iron. The forging of 
anchors by his method, or any other under the best circum- 
stances, was a laborious business, even when a hammer of 800 
or 900 pounds weight was employed. 

With the general adoption of the solid iron or steel anchor 
as the most useful, there have not occurred many changes 
until the appearance some years ago of the stockless anchor 
with jointed arms, that is, joined to the shank by a hinge at- 
tachment allowing the arms to adjust themselves to the con- 
ditions as they were found at the bottom and to generally 
secure a firm hold. ° 

The anchor of the present day is naturally a vastly dif- 
ferent affair as to size from those in use seventy, or even 
twenty-five, years ago. The anchor now used on the largest 
battle ships has a maximum weight of about 17,000 pounds. 

The object of the stock, which forms a cross with the shank 
and at right angles with the crown, is to compel the engage- 
ment of the flukes with the ground; obviously, with the fixed 
wooden stock an anchor of ordinary form is an awkward piece 
of equipment to “stow” on board, consequently the crown 
and shank were laid flat ona “bill board,” leaving the stock in 
a vertical position over the bows of the ship. The adoption of 
the iron stock made it possible to arrange it so it could be 
slipped through the eye of the shank and the whole more 
conveniently stowed on board. 

The commonest form of anchor, aside from the familiar 
conventional form with fixed stock, up to the advent of the 
now almost universal “stockless,’ was the Trotman. In this 
form the crown, with its flukes, was hinged or pivoted to the 
shank. This allowed of deeper penetration, the angle of 
movement being fixed by the point or “bill” of the upper 
fluke coming in contact with the shank. This anchor was 
almost invariably used on steamships until recent years. 

With all these forms much time and labor were involved in 
“letting go” and in heaving up and getting on board. In nar- 
row channels, and when getting inshore, the anchor was almost 
valueless unless previously got overboard and ready for in- 
stant letting go. It also occupied considerable valuable space 
on board and involved a lot of additional tackle and lashing. 


MarcH, 1900. 


The stockless anchor avoids all these difficulties. Its con- 
struction may be seen in almost any picture of a modern ship, 
from which it will be noted that the shank is pulled up into the 
“hawse-pipe” entirely within the hull, and only the flukes and 
crown are outside, lying snugly against the bow of the ship. 
With the steam windlasses now universally employed on 
modern sailing ships, the anchor is always ready for letting 
go; it is not even necessary to turn on steam. The anchor is 
held in place by a powerful brake on the windlass, and with 
the releasing or easing up of this brake the anchor shoots out 
of the hawse-pipe, running out the chain over the windlass. 

For ships that lie at anchor continually, such as lightships, 
and must ride out the heaviest gales, swinging to every shift 
of wind or tide, the “mushroom” anchor is invariably em- 
ployed, because no matter how the ship swings, it always re- 
tains its hold and does not break ground. Ordinary anchors 
suffer much from breakage under these conditions, and also 
as each time the anchor breaks ground it must drag, although 
it may be only a few feet, before it “trips” again, the ship may 
ultimately get considerably off her station. The advantages 
of the mushroom are thoroughly recognized, but as it has 
always been made with a rigid shank it is practically impos- 
sible to stow it, and it is therefore only employed under water. 

The now common stockless anchor has some serious dis- 
advantages. The hawse-pipe must be so much larger in order 
to house the shank that it leaves a large opening for the 
entrance of water when the ship is pitching. To avoid this, 
“bucklers” must be fitted as closely as may be about the chain 
at the inner end of the pipe, but they are never very tight, and 
they must be got clear before the anchor can be let go. Be- 
sides, the flukes and crown, projecting beyond the hull plating, 
form, from their shape, a savage weapon in case of two ships 
touching each other ever so lightly, as frequently happens in 
crowded harbors, and many collisions would have been com- 
paratively harmless but for the projecting anchor nipping 
along the side of the other ship. The ship, herself, is some- 
times damaged as a consequence of these anchors fouling 
wharves, etc. 

The most recent development of the anchor, then, is to 
retain the stockless feature, with its convenience in handling 
and stowage, the holding power and anti-fouling qualities of 
the mushroom, and to present a smooth contour outside the 
ship, which will reduce damages from contact with wharves 
or other ships, and this has been done in an anchor in which 
the mushroom crown is made with a ball and socket connection 
to the shank, allowing it to assume any angle inferior to 70 
degrees. 


International Marine Engineering 97 


THE FASTEST SHIPS IN THE WORLD. 


MERCHANT VESSELS 

In a previous article on high-speed vessels we dealt solely 
with warships of the cruiser and destroyer types, and showed 
how, while length had increased in proportion to the speed, the 
attainment of very high relative speeds involved such an ab- 
normal proportionate increase in space and weight occupied 
by the machinery that the fighting power was reduced to a 
minimum. (See Table III., page 57, February, 1908.) 

We now propose to deal with fast mercantile vessels, and 
in their case the commercial necessity of profit-earning abso- 
lutely precludes the phenomenal speeds attained by warships. 
Armour and armament correspond largely to cargo and pas- 
senger-carrying capacity, and if the machinery is increased 
for a gain in speed, fighting power or dividends must ob- 
viously be sacrificed. 

V 


Retaining the basic standard of —— as a measure of speed, 


VL 
and considering only the fastest merchant vessels in point of 
absolute speed, we must confine investigation to the three fol- 
lowing classes of ships: 
I. Channel steamers. 
II. Mail steamers: (a) Atlantic traffic. 
(b) Other services. 

III. Intermediate vessels. 

Channel steamers are in a class entirely by themselves, not 
only on account of the shortness of their voyages, but also on 
account of the fact that they are run in conjunction with or 
owned and supported by the principal railway companies and 
are run as an adjunct to these services, and not as inde- 
pendent profit-earning companies. Most of these lines make 
passenger carrying their chief consideration, and this, in addi- 
tion to local considerations, of size of ports and dock dues, 
affects the design to a very marked extent. There are some 
twenty different lines or services running between England 
and Ireland, Scotland or the Continent; the shortest run is 
21 and the longest 210 miles. In nearly all cases, except the 
Isle of Man service, the length of ship has hitherto been 
strictly limited—for-the Newhaven and Dieppe vessels 280 feet 
is a maximum—and, as fierce competition stimulates the ever- 
increasing demand for speed, it has only been obtainable with 
the channel vessels owing to their not being dependent on 
cargo carrying. Absolute speeds have increased considerably 
in recent years, due largely to the general application of the 
steam turbine, and, with the exception of the large Cunarders, 
the fastest merchant vessels are found in this class of ship. 
Table I. shows the names and services, with the leading 
dimensions, of some of these vessels: 


TABLE I. 

V Displace- 

Vessel. Date Service. Length, Feet. Speed. WLS Me Jel, 12 ment. 
WIGRVHRO oob00000000000 1904 Heysham—Douglas ....... 330 23.00 1.206 9,000 2,270 
Londonderry 1904 Heysham—Belfast 330 22.20 1.228 7,200 2,150 
Vaated Ge CaO ae he Oe 1905 Liverpool—Douglas ....... 350 23.53 1.258 12,000 2,400 
Princess Elizabeth* ..... 1905 @stend—Doveriwsee eee a: 344 24.06 1.2905 11,000 2,000 
IDIGDIOF Sacac onde soeeeée 1905 Newhaven—Dieppe ........ 280 21.6 1.29 6,500 1,360 
St GEORGE? ss0d0b0000000 1906 Fishguard—Rosslare ..... 350 23.00 1.23 11,000 2,500 
VOOR ES Mees see OCR eIORE 1906 Axdrossan—Bbeltast.......- 325 21.5 1.194 6,500 1,600 
END E SS eM ert eee. 1907 Dover—C€alais ..:.......- 32 22.9 1.274 9,000 1,870 
Connaught” 1896 Holyhead—Kingstown .... 360 23.5 1.2 9,000 2,180 
JED INOUE ei83 S588 Coser ee 1898 IDonwer—CallaiS scccococavcc 343 21.5 1.17 7,000 1,850 
VAN CG eee ee eR ay ea 1900 Holyhead—Dublin 330 2102 1.165 7,170 2,340 
AVUEHUON. 6000000000000000 1900 Newhayen—Dieppe 277 21.0 1.2604 5,600 1,310 
VAN GE r LO Oye eae ie 1900 Southampton—Havre ...... 270 19.9 1.212 5,350 1,530 
Duke of Connaught ..... 1902 Fleetwood—Belfast ....... 315. 20.1 1.13 5,800 2,216 


1One- sister ship of similar speed unaer construction. 


2Three sister ships also in service. 


~ 


8Four sister ships also in service. 


98 International Marine Engineering 


Marcu, 19009. 


The first eight are all turbine steamers, while the older six 
vessels in the second half of the table have reciprocating twin- 
screw engines, with the exception of Le Nord, which has pad- 
dles. The Connaught, built eleven years ago by Lairds, of 
Birkenhead, was always an exceptional vessel, and certainly 
one of the finest and fastest twin-screw channel steamers ever 
built. The rise in relative speed in recent years is clearly in- 
dicated by the increasing speed-length ratio, which places the 
Princess Elizabeth, Viking and Empress types distinctly above 
the Amethyst in Table III. (page 57, February, 1908). It is 
worth while remarking that none of these vessels would be 
possible with reciprocating engines. The light weight of their 
turbine machinery, together with the possibility of obtaining 
efficient propellers for such light drafts of water—only 9 
feet 6 inches in the Princess Elizabeth—has rendered higher 
speeds possible on the same length of vessel—no light advan- 
tage for lines that exist on passenger traffic. 

The case of large Atlantic liners is somewhat different. The 
conditions of ocean-going and of long voyages involve a pro- 
portionately heavier hull and greater regard for the coal bill; 
hence the reduction necessary in proportionate weight of ma- 
chinery to displacement. Whereas it is found possible to put 
3.5 to 5.5 horspower per ton of displacement into a channel 
steamer, in fast Atlantic liners this figure is reduced to 1.8 in 
the Mauretania, 1.62 in the Kaiser Wilhelm II1., and 1.52 in the 
Deutschland, while in the older vessels it is even less. In even 
the fastest vessels of the Atlantic intermediate type it has 
fallen to 0.6 in the Carmania; to under .5 in the Baltic, and to 
0.4 in the Saxonia. The speed-length ratio of the fast liners 
has not risen much in recent years: since the Campania came 
out in 1893 the increase has been inappreciable, as the follow- 
ing table shows: 


The Scout class of cruiser—370 feet long and 25 knots—can 
only be called fast relatively to length. Not fast enough to 
catch destroyers except in rough weather, they are equally 
unable to get away from the Mauretania in smooth water, and 
in a very moderate sea their speed sinks below that of the 
German liners. 

For war purposes, the gigantic new cruisers of the Invincible 
type will probably be found to be the fastest seagoing ships 
afloat. Their speed-length ratio is low compared even with 
the Encounter class, while their great absolute length and size 
will enable them to maintain their speed in weather in which it 
would be risky to drive even the Tartar or Cossack. The 
cruisers of this type come midway in point of speed-length 
ratio between the channel steamers and Atlantic liners. 

What the future of high-speed ships will be it is hard to say. 
Already the new destroyers are beginning to provide un- 
suspected phenomena, and the speed of all types is rapidly in- 
creasing. That there will be a distinct increase in speed on a 
given length before long is quite certain; the reason will be 
the rapid improvement in the propelling machinery. The tur- 
bine has already done a great deal for the channel steamer, 
but it is rather to improve boiler performance that we must 
look for progress in the Atlantic liner. , Oil fuel has given 
such remarkably good results in the British destroyers that its 
adoption for large vessels is only a question of time. There 
is little doubt that Yarrow type boilers and oil fuel in the large 
Cunarders would, in the same space and on the same weight, 
give about, 20 to 25 percent more steam corresponding to an 
addition of between one and two knots to the speed. But 
would it pay commercially? Would the fuel be cheap enough 
and would the boilers be as durable? The profit-and-loss 
side of the question supplies the answer in all cases. Whether 


TABLE II. : oe 
se V Hoes it be speed or fighting power for warships, dividends or speed 

— in the merchant marine, the commercial conditions govern 
: Wess pate Longin. Speed. VL. power. each case, and their diversity has supplied us with innumer- 
as van oo es a 0.9 30,000 able types from which to gather experience. 
Sti ILOMES sceccocccc0 USOR 535 21. 0.91 21,000 
Deutschland Date ad Oe 1900 see 9" 23.5 0.913 36,000 THE DEVELOPMENT AND PRESENT STATUS OF 
peed Wilhelm II... 1903 683’ o 23.5 0.9 42,000 i THE EXPERIMENTAL MODEL-TOWING BASIN. 
2.00) CLG CPL OOO Bi (Oy 22.0 0.917 30,000 \— = Py hy RET, G w. 
Mauretama ......... 1907 760’ 0” 25.5 0.925 70,000 


Vessels of 16 and 17 knots speed are not now considered 
fast by the general public, but for long-distance services, such 
as from Madeira to the Cape of Good Hope, the enormous 
amount of coal that has to be carried becomes a serious item, 
and a speed of 17 knots is high for a distance exceeding 4,000 
miles. Economic propulsion, therefore, becomes most essen- 
tial, and a speed-length ratio of about 0.65 to 0.75 is more 
Intermediate vessels of the Saxonia type on the North 
Atlantic approach the lower figure, while the Baltic class are 
even below it. 

The question of what are the fastest vessels in the world can 
only be answered by introducing qualifying conditions. Ona 
measured-mile trial or a short burst of a few hours’ duration 
there is no doubt that the new oil fuel turbine-driven destroy- 
ers of the Royal Navy would give superior speed results to 
anything else, and even in fairly rough weather they would 
still prove far faster than the channel steamers. They are 
not designed for long-distance work; in fact, they cannot be, 
and it is one of the many penalties paid for high speed. Rela- 
tively to their length they are abnormally fast. But in really 
rough weather their low freeboard and short absolute length 
compared with the big liners would be a serious handicap, and 
it still remains unproved as to whether they could get away 
from the Mauretania and Deutschland in a heavy sea. Their 
light construction would make it a risky business to run them 
fast in really rough weather; certainly it was shown to be a 
very dangerous performance with the old 30 knotters of ten 
years ago. 


usual. 


’ Establishment of the North German Lloyd Tank at 
Bremerhaven, Germany. 


In 1899 the North German Lloyd Company had towed at 
Spezia the model for one of their projected express steamers, 
and the results obtained produced such a good impression that 
it was decided to construct an establishment of their own for 
similar work. This was completed in February, 1900, the tank 
being 540 feet long by 19.7 feet broad by 10.5 feet deep. The 
steel carriage which spans the tank is electrically driven by 
two motors, It weighs 11,000 pounds, and has a clear run of 
475 feet, with a speed range of from 2 feet to 1,000 feet per 
minute, The models are of parafine, 15.5 feet in length, and 
the towing equipment for both hull and propellers is pat- 
terned after Froude’s. This establishment is in very close 
connection with the German government, and has done some 
naval work for it besides, of course, that in connection with 
their own express steamers which belong to the Naval Re- 
serve. Water from the River Weser supplies the tank after 
passing through filters. 


The Berlin Tank. 

The tank at Berlin, Fig. 16, is located in the “Thiergarten,” 
or park, in Charlottenbourg, one of the outlying districts, and 
was commenced subsequent to an appropriation of 378,000 
marks ($94,500) (£19,405) by the German government in 1901, 
and finished the following year. The control of the tank is 
rather peculiar, as it is used exclusively by the Navy Depart- 
ment for certain months of the year and by the Tech. Hoch- 
schule at other times. The tank itself is of concrete, 558 feet 


Marcu, 1909. ' International Marine Engineering 


maximum length by 34.5 feet breadth, and is 11.5 feet deep; 
there is a clear run of about 480 feet, but allowing for starting 


and stopping the carriage there is left about 250 feet to 260 2 
feet for full-speed runs. The maximum speed of the carriage ei 
is about 1,400 feet per minute, and models up to 23 feet can be a _— 
handled. The carriage has been constructed in two sections ‘itm a8 
(see Fig. 15); the driving carriage and the instrument car- ie i 
riage, in order to minimize the effect of the wheel jar on il i || 
the recording apparatus. The driving carriage is a large ia ’ . | 
steel structure, 39 feet long, electrically driven by two motors, Re i ne 
and has a span of nearly 20 feet. Inside the rectangle formed bi H \. 
by the four wheels of the driving car (see Fig. 16) is the i ‘|- \° 
smaller rectangle formed by the wheels of the instrument i 1 [ 
car, which is coupled directly to the former, and which travels ie q 7 
on the same tracks. The track on which the cars travel is (1 i C 
supported on pillars at intervals of about 6 feet, and con- VH . p 
siderable discussion has arisen concerning the effect of these Kil, Be i \; 
local rigid spots’in the track upon the recording apparatus. -- = : P 
Those in charge of the tank state that no trouble‘is ex- nm 1 Sib 
perienced, and that the matter was thoroughly tested out in I, HQ). 
the tank at Bremerhaven with a similar arrangement. The Ti ‘| \ r 1 
ii | 
(i j | I; 
Wt I 
in . ° 
1a | 5 
9.3 M | 
FIG. 15.—SECTION THROUGH C-D. q 
section of the tank is somewhat similar to that at Washing- 
ton (see Fig. 15), with sloping sides and submerged ledges at 
the top, but it has provision for building in a smaller tem- 
porary section, so that the influence of depth and various j | 
canal cross-sections may be studied, this last being of especial lee 
interest in Germany. The resistance and propeller mechan- iE || i 
isms are of the general type of Froude’s, as already described. sk “| 
It was originally intended to obtain the water for the tank VAN be 
(3,700 cubic meters) from the nearby canal, but later it was — \3 3| 


decided it would be better to take from artesian wells, which 
has been done. Paraffine is the material used for models, and 
gas is used for melting it. The head end of the tank building 
is directly under the Berlin Elevated Street Railway, and it is 
reported that the vibrations from passing trains sometimes 
prove troublesome. Half-way down the length of the tank a 
glass plate, nearly 50 feet long, is fitted in the side, to investi- 
gate and photograph the wave-formation of the passing 
model. The propeller mechanism is designed for one, two 
or three shafts, and will take single or multiple screws on 


| So ee Arches Supporting St. Ry. 


each shaft; it is, moreover, capable of testing them at any | 2 in 
desired revolutions up to 3,000 per minute, this wide range E | 
being thought desirable for investigating turbine propellers. a 


In line with this is the propeller-measuring apparatus, which 
permits of measuring the model propellers to 1/20th of a milli- 
meter. The nominal head is Prof. Oswald Flamm. ; 


The Tank at the Clydebank Shipyard of John Brown 
and Company, near Glasgow 


This is the most recent tank (Fig. 17 and Plate II.), 
and the second privately constructed in Great Britain. It is 
445 feet long by 20 feet broad by 9 feet deep, and has 400 
feet available for towing. It is of concrete, rectangular in 
section, with the docks and trimming tanks at one end and a 
sloping beach, 25 feet long, to assist in breaking up the waves 
at the other end. The building is of brick, and contains 


Dynamo and 
Gas Engines 


}Model’g Slab | 


6/6" (2.0 M.) 


Model-cutting Machine 
x 


Harbor 


Table 


Melt’g Pot 
~Watchman 


Office 


Canal Inlet § 


, 


TOWING BASIN AT CHARLOTTENBURG, 


PLAN AND ELEVATION OF THE EXPERIMENTAL MODEL 


FIG. 16. 


100 


International Marine Engineering 


Marcu, 1909. 


the drafting, tracing and record rooms and the superin- 
tendent’s office, and in an adjoining building is the model- 
making department. The models are of paraffine, with a 


standard length of 15 feet, though this is sometimes departed 
The building is heated in winter by hot water. 


from. The 


fairing up lines to large scale, to eliminate the error caused 
by the shrinkage and expansion of paper with varying atmos- 
pheric humidity. The tanks for melting the parafhne, together 
with the casting box and the cutting machine, are in the hall 
at the head, or north end, of the tank. For experimental work 


FIG. 17.—INTERIOR OF THE TANK AT THE CLYDEBANK YARD OF JOHN BROWN & CO. 


towing carriage is a light, wooden trussed structure (see Fig. 
17), reinforced by metal, which spans the tank, and weighs, 
exclusive of propeller mechanism, 2 tons. It is electrically 
driven (the only one so driven in Great Britain) by two 
6-horsepower motors, and has a speed range up to 1,000 feet 
per minute. The resistance and propeller mechanisms are 
after Froude’s pattern (see Fig. 3). In the drawing office a 
large marble slab (20 feet by 4 feet 6 inches) is used for 


FIG. 18.—TOWING CARRIAGE AT THE UEBIGAU TANK, DRESDEN. 


the following force is employed: Draftsmen, 6; experiment- 
ers, 3; mechanics, etc., 4; giving a total of 13 men. The tank 
was completed November, 1903, and is in charge of Mr. 
W. J. Luke. 


The New ‘“Uebigau’’ Tank near Dresden, Germany. 


As the new tank at Uebigau, near Dresden, the newest of 
the three German tanks, is the direct outgrowth of the old 
Uebigau tank, we will describe the two together. The first 
one was built by the Elbe Steamship. Company “Kette” in 
1891-2, and was established primarily to obtain information for 
the design of river steamers. Although not completed until 
this date it had been originally projected as far back as 1883, 
and the carriage and measuring instruments completed the 
following year. The tank itself, however, languished until the 
company obtained the contract for two swift steamers to be 
fitted with Zeuner’s turbine propellers, and this furnished the 
incentive which resulted in the completion of the tank in 1892. 
It was built of brick, and was 206 feet long by 24.6 feet broad 
by 4.5 feet deep, with sloping sides and a flat bottom (see 
Plate I.). The carriage was a small affair of less than 2 
feet span, drawn by a man, and provided with a pull dynamo- 
meter and a speed and time device. Later electricity was tried 
for motive power, but was discarded on account of its non- 
uniformity of speed. The tank was not roofed over, and for 
eight years was the only one of any sort in Germany, and 
served both navy and merchant marine. Soon after its com- 
pletion, on the suggestion of the government, it was length+ 
ened to 394 feet, roofed over and the tracks suspended from 
the roof. After that the government paid a yearly indemnity 
and received in return extensive use of the tank, and it 
served also as an experimental laboratory for the Dresden 
Tech. Hochschule. 

Agitation for a new tank was kept up for some time, and 
finally resulted in a grant from the Saxon government, with 
the provision that the new establishment should be used by the 
Tech. Hochschule at Dresden as an experimental station and 
laboratory similar to the arrangement at Berlin with the Tech. 


Marcu, 1900. 


International Marine Engineering 


Iol 


Hochschule at Charlottenburg. The new tank was begun 
1903 and ready for work in 1904 (Plates I. and II.) ; it is 312 
feet long by 21.0 feet broad on the water surface by 11.3 feet 
deep, of concrete, as shown in the cut, and embodies some 
innovations, notably the towing dynamometer. The water is 
furnished from a spring, pumped in by a pulsometer, and 
the tank empties directly into the River Elbe. The tank is 
provided with supports, as in the case of the Berlin tank, to 
permit of false sides and bottom being built in for inyestiga- 
tion of the effect of depth and various canal cross sections on 
the resistance. 

Half-way down the length of the tank is the observation 
and photographic station for wave profile and similar work. 
There is a large plate-glass window inserted in the side of the 
tank and a tunnel which goes completely under it. This latter 
is provided with round plate-glass windows, similar to ships’ 
deadlights, in its roof, so that the model can be observed or 
photographed from any position above or below as it is 
towed by. 

The carriage (Fig. 18) is of steel-latticed girders, three fore 
and aft and two across, and has a length of 29.6 feet and a 
span of 23 feet. It is of 5% tons weight, electrically driven, 
and has a speed of from about to feet to 1,000 feet per minute. 
It has the unique feature of being controlled from a stationary 
platform at one end of the hall. The towing mechanism is 
somewhat different from those already described, as will be 
seen from the diagrammatic sketch (Fig. 19). “M” is a small 
electric motor, that keeps such a tension in the dynamometer 
spring J that the vertical towing rod 4 is maintained clear of 


Direciion o 
Corria g¢ 


FIG. 19.—DIAGRAM OF APPARATUS FOR 
RECORDING MODEL RESISTANCE AT UEBIGAU. 


the two contact points G G, when the pull of the model is 
shown by the distortion of the spring plus the weights in the 
scale pan F. The contacts G G, which govern the tension in the 
spring by the motor, are only a very minute distance apart 
(1 mm.), only enough to keep the current from leaping 
across, and so the system is in equilibrium practically all the 
time. The propeller mechanism also follows the same ingen- 
ious line (see Fig. 20) in the part for recording thrust. The 
propeller is carried by the frame ABCD, which is free to 
Swing in a fore and aft direction, and is driven by shafting, 
with universal joints and bevel gears passing through the 
frame. The operator knows approximately what the thrust 
is going to be, and places weights in the scale pan F to take it 
nearly up, the rest is taken up by the motor regulated spring S, 
as in the case of the towing mechanism above. When the 


lever JEL is pulled out of its vertical position it strikes one 
of the contacts G, which starts the motor MW; this, by means 
of the screw and sleeve K, extends or compresses the spring 
S, until the lever JEL is drawn back to its vertical position 
when the system is in equilibrium, and the thrust is shown by 
the sum of the weights in the scale pan plus the distortion of the 
spring S. As the contacts GG are a very minute distance apart 
the movement of the lever, and consequently the pen O is very 
slight, and the line traced by O is practically a straight one. 
For the turning moment a torsion dynamometer is inserted 
in the driving shaft, as indicated in the cut. The propeller 


Lb is Pen Rod S M 


{J 
G/\G 
Note:- A Fuess’ 
7 Torsion Dynamometer 
is inserted in this Line 
AW To give the Turning Moment’ 
| ! Top of Carriage 
(o) 


Propeller 


x Driving Rod 


Model 


Direction of 
Carriage 
FIG. 20.—DIAGRAM OF APPARATUS FOR RECORDING PROPELLER THRUST, 
TURNING MOMENT, ETC., AT UEBIGAU. 


apparatus, as above described, is arranged so that four shafts 
can be run at once. This tank also has a wave-measuring 
apparatus of recent design. 

Tank of the French Admiralty at Paris. 

This tank, on the banks of the Seine River, in Paris, was 
opened in July, 1906, and is 523 feet long by 32.8 feet wide 
by 13.1 feet deep at water level, with a length of tow of 
about 442 feet. It is the only establishment of its sort in 
France, though at Brest for the past thirty years model- 
towing experiments have been carried out in a less satisfac- 
tory way, as already described. Paraffine is the model material 
here as in other European establishments, but Paris has rather 
high temperatures at times, and it is rumored that paraffine 
has given some trouble. There is a slight departure from 
customary practice in the casting of the model, in that an 
outer carene of wooden lathes, covered inside with canvas and 
painted, constitutes the mold instead of the tank of clay with 
the carene hollowed out of it. The core is made and sus- 
pended in the usual way, and the rest of the process follows 
the regular lines. The tank is approximately semi-circular in 
section, of concrete, and is supplied with water from the city 
pipes. The carriage is a large steel-trussed structure, weighing 
25 tons (French) and driven by four electric motors, one at 
each corner. It has a speed range up to nearly 1,200 feet per 
minute, which for a model one-sixteenth size corresponds to 
about 48 knots. The carriage is about 4o feet long by 35 feet 
broad, and is equipped with both hull and propeller mechanism, 
the latter, perhaps, a trifle more complicated than some tanks, 
as the French government frequently uses triple screws on 
warships. The staff numbers three electricians, one modeler, 
one draftsman, and an experimental force of three. The total 
cost of the establishment was 625,000 francs, or $125,000 
(£25,667), and was divided as follows: Tank, 360,000 francs 
($72,000) (£14,784); apparatus, 265,000 francs ($53,000) 
(£10,883). 


> 


102 


The Tank at the; University of Michigan, Ann Harbor, 
Mich. 

This tank (Figs 21 and 22), which was finished in 1906, is 
located in the basement of one of the engineering buildings of 
the above-named university. It is 300 feet long by 22 feet 
wide, with a depth of water of 10 feet, and also serves as a 
reservoir for the adjoining hydraulic laboratories. It has an 
arched bottom with straight sides, which also serve as the 
foundation for the engineering building. Along each side is 
a concrete bracket for carrying the tracks of the towing car- 
riage which spans the tank. At the scuth erd are the docks 
and the filters through which the tank is filled. The carriage 
is electrically driven (one motor), and has a speed range of 
from 15 feet to 800 feet per minute. The resistance mechanism 


International Marine Engineering 
I EOE SVEN UIE OORT lo i OT RU 


Marcu, 1909. 


should be in the nature of a commercial establishment, avail- 
able to all firms, and it was also to be devoted to the solution 
of problems of general scientific interest, the results of which 
were to be freely published. It was criticised in its first aim 
by those in connection with the existing tanks, on the ground 
that it would be entirely insufficient, as each owner of any of 
the present tanks had more than enough work to keep his 
tank busy all the time. For the second part of the proposition 
(purely scientific investigation) it was universally considered 
desirable, but the necessary funds were not forthcoming, and 
no further steps have been taken. 

That the financial gain to a company through increased 
efficiency by the control of a tank more than returns the in- 
terest on the invested capital is evidenced by the fact that no 


Fig. 21.—Model Cutting Apparatus. 


Fig. 22.—The Tank and Carriage. 


VIEWS OF THE MODEL TOWING BASIN AT THE UNIVERSITY OF MICHIGAN. 


is not radically different from the Froude type, and no pro- 
peller apparatus is as vet installed, though it is intended to 
have one. The models are of paraffine, and range from 10 
to 12 feet in length. The summer temperature here is apt to 
be rather higher than the 75 degrees F. that is customarily 
believed to be the limit for parafine to satisfactorily retain 
its form, but it was adopted primarily on account of its cheap- 
ness. The tank is in charge of Prof. H. C. Sadler. 

There is in addition to the above-named tanks one prac- 
tically completed at the shipyard of the Mitsubishi Shipbuild- 
ing Company, Nagasaki, Japan. The dimensions of this tank 
are as follows: Length, 430 feet; depth, 12 feet; width, 20 
feet. Twelve-foot models of paraffine are used, and 
the towing carriage is electrically driven. Complete details 
of this tank have not been made public, but as it is being in- 
stalled by Kelso & Company, of Glasgow, under the direct 
supervision of Mr. John Denny, of the firm of William 
Denny & Brothers, it is safe to assume that it follows the 
general design of existing British tanks. 

In 1904 it was proposed to establish a tank at Bushy, that 


tank has ever been discontinued, and also that several more 
are projected by private firms. As for the government estab- 
lishments, the simple statement that tanks are possessed by 
the six greatest powers is ample proof of the universal belief 
in William Froude’s methods as applied in the modern Ex- 
perimental Model Basin. 

The towing of models by means of a traveling bridge 
spanning the tank, as in all the foregoing establishments, has 
several undesirable features for extremely accurate work. 
First, the speed is never absolutely constant, owing to minute 
mechanical irregularities of the wheels, tracks and driving 
motors; second, a large amount of time and power is wasted 
in bringing the apparatus to speed and in stopping it, as the 
model is, as a rule, only a small proportion of the total moving 
weight; third, the high cost of construction and maintenance. 
There have been several attempts to eliminate or modify these, 
and recently a scheme, by Mr. H. Wellenkamp, has been at- 
tracting considerable attention, especially in Germany, where 
two tanks are to be built for using his method, one for the 
Hamburg government and one for the German navy. Briefly, 


Marcu, I¢09. 


his method consists in towing models by stationary apparatus 
on shore and using weights for the towing power, as Beaufoy 
did, so utilizing the absolutely uniform force of gravity. 
The acceleration to the desired speed is obtained by a large 
weight, which is automatically disconnected when the model 
reaches its speed, and the towing is then continued by a small 
weight, which continues the towing at uniform speed, and 
which is the measure of the resistance. The use of the large 
weight for accelerating quickly to the desired speed permits 
of the shortening of the tank very materially, and the use 
of the absolutely uniform force of gravity for the towing 
force contributes to the same end, as the record, being constant, 
need be taken only for a very short distance. Mr. Wellen- 
kamp states that the length of the tank should be four and 
one-half times the length of the longest model to be tested 
(1% for the acceleration, 114% for the run, and 14 for the 
stopping), and claims that the cost of construction and main- 
tenance is far less than a basin of Froude’s type. 


SCOTCH SHIPBUILDING IN 


BY BENJAMIN TAYLOR, 


1908. 


When a year ago we reviewed the shipbuilding of 1907, we 
said it was not a record year and it did not exceed the preceding 
year except in Scotland, which thus stood foremost in all-:the 
shipbuilding centers of the world. But in 1908, even in Scot- 
land, we have but a sorry record. It was a bad year in ship- 
building, as in everything else. Taking once more the statis- 
tics of the Glasgow Herald (which I know personally to be as 
accurate as may be) we have the British total of 1,325 vessels 
of 1,076,562 tons and 1,148,375 indicated horsepower—a de- 
crease from 1907 of 751,733 tons and 627,330 indicated horse- 


power. The output was divided as follows over the three 
kingdoms: 
1908. 1907. 
Ships. Tons. THe Pe Ships. Tons. MG Ish, 12, 

Scotland: oA 680 400,194 528,702 757 675,173 742,289 
England. . - 623 517,752 514,183 1,031 | 1,014,670 951,176 
Treland.... 22 158,616 105,490 38 138,452 82,230 

Totals... 1,325 | 1,076,562 | 1,148,375 1,826 | 1,828,295 | 1,775,705 


From the British colonies the returns so far show 167 
vessels of 30,451 tons and 11,722 indicated horsepower, as 
against 189 vessels of 36,344 tons and 14,923 indicated horse- 
power in 1907; and our foreign returns so far show 1,384 
vessels of 1,161,750 tons and 986,062 indicated horsepower in 
1908, as against 1,480 vessels, 1,442,958 tons and 1,355,223 in- 
dicated horsepower in 1907. This makes a world total in 1908 
of 2,876 vessels of 2,268,763 tons and 2,146,159 indicated horse- 
power, against 3,495 vessels of 3,301,597 tons and 3,145,851 
indicated horsepower in 1907; a decrease in round numbers of 

1,030,000 tons, which -closely approximates the amount of 
British tonnage now lying idle in the ports waiting for re- 
munerative charters. 

Turning attention now specially to Scotland we find a 
marked contrast with 1907, when there was a large increase in 
the number of vessels launched, owing to the special demand 
of the year for small fishery steamers. The number of ves- 
sels in 1908, however, was still large in proportion to the total 
tonnage, by reason of the number of barges constructed and 
of small vessels for employment in foreign countries taken 
to pieces and shipped abroad as cargo, this last especially in 
Scotland. 

The total production of the Scotch shipbuilding yards and 

. engineering shops in 1908 consisted of 680 vessels of 400,194 
tons and engines of 528,702 indicated horsepower. In 1907 the 
total was 757 vessels, 675,173 tons, and 742,209 indicated horse- 
power, so that there has been a reduction of 77 vessels, 274,- 
979 tons and 213,597 indicated horsepower. Most of this 


International Marine Engineering 


103 


tonnage decrease was on the Clyde, but the Forth has fallen 
from 58 vessels of 21,370 tons and 28,342 indicated horsepower 
to 25 vessels of 11,143 tons and 14,262 indicated horsepower, 
and the Dee from 134 vessels of 16,212 tons and 20,035 indi- 
cated horsepower to 61 vessels of 7,601 tons and 13,640 indi- 
cated horsepower. The Tay alone of the East of Scotland dis- 
tricts shows a small increase. The East of Scotland has not 
been affected so seriously by bad trade as the West, and 
Dundee had a fair amount of work all through the year. 
The following was the output of the Clyde builders: 


SAIL. STEAM. | 
| | Total 1907. 
‘ | Tons Tons. 
Ships.| Tons. | Ships.| Tons. 

Russell & Companv....... ie Mi 13 | 48,619 | 48,619 | 71,705 
Barclay, Curle & Co....... ae oor 6 | 38,810 | 38,810 | 47,339 
Charles Connell & Co..... 7 | 30,698 | 30,698 | 40,298 
Wm. Denny & Bros....... 15 | 20,875 | 20,875 | 34,418 
Alex. Stephens & Sons..... ee ade 4 | 19,904 | 19,904 | 44,094 
D. & W. Henderson & Co.. 2 234 4 | 17,571 | 17,805 | 35,836 
The Fairfield Company, sifeal Mime oe 3 | 17,520 | 17,520] 48.020 
Caird & Company... Boe 2] 16,723 | 16,723 6,437 
Napier & Miller... go6 4} 16,211 | 16,211 | 19,785 
John Brown & Co: Ot oe re 3 | 15,300 | 15,300 | 35,293 
Wm. Beardmore & Co..... Bre 1 | 11,588 | 11,5383 | 14,500 
Wm. Hamilton & Co...... at 2 | 11,386 | 11,386 | 41,305 
A. MacMillan & Son...... ae noe 5 9,715 9,715 | 21,918 
Wm. Simons & Col)... 27. 22 1,990 9 5,943 7,933 4,773 
Clyde Sera ng (Comme Se ar 4 7,201 7,201 | 10,981 
Abie Scio) abn g lis eee sey ees | (Meare |e on paeece| 5 6,777 6,777 3,503 
Lobnitz & Co.. ‘ 3 | 180 | 20 6,483 6,663 5,772 
Green’k & Grangem’ Pa Cae He, ie etc 3 6,524 6,524 | 16,337 
Ailsa Shipbuilding Co....... 16 1,200 6 4,695 5,985 | 10,778 
Fleming & Ferguson........ 2 1,200 8 3,850 5,050 6,153 
Mechan & Sons..... mt 183 | 4,085 1 120 4,205 3,011 
Scott’s Shipbuilding Comes | Word 2 4,171 4,171 | 20,916 
Ferguson Bros. . Ak Earl Sw 9 3,086 3,086 4.500 
Alley & MacLellan......... 19 | 2,190 6 740 2,930 2.704 
Yarrow & Co... Lo ee| aie 13 2,813 2'3:1'3 5 | ea 
Bow, McLachlan & Co...... 20 1,800 4 561 2,370 3,217 
D. J. Dunlop & Co.. J: awa 1 2,308 2,308 2,000 
Mackie & Thomson. . 17 2,157 2,157 3,663 
A. Rodger & Co.. 2 1,801 1,801 | 22.674 
John Fullerton & Co.. a 5 1,883 1,883 3,011 
Scott & Sons.. ehsel (eae Be gs 11 1,629 1,629 2,436 
Ardrossan S. B. Co.. ae 7 140 7 1,377 iM SsSily/ 873 
George Brown & Conte ae mise 3 978 978 3,186 
John Reid & Co.. a Sas ASD 2 412 412 71 
Ritchie, Graham & Milne... 6 310 3 67 377 1,885 
1 Macgregor & Sons.. i 1 | 25 7 289 314 481 
William Fife & Son........ 6 297 Baa 297 297 
Murdoch & Murray........ bo0e 1 282 282 6,850 
aS Rese OR a y ea es eye alate 1 92 92 70 
Othershirmseep epee eee 31 369 32 273 642 | 15,786 
318 | 14,119 | 251 | 341,467 | 355,586 | 619,919 


The production of Clyde shipyards has fallen to the level 
of 1894. The tonnage increased steadily from 1904, rising each 
year by about the same amount, until at the end of 1907 the 
Clyde produced almost 620,000 tons. The anticipations of a 
decline in work in this district were realized in 1908, very soon 
after the year began. The labor troubles on the Northeast 
coat of England diverted a few contracts to the Clyde, but 
they were not sufficient to rally the industry generally. The 
Northeast coast and the Clyde are so closely bound together 
by organizations of employers and of men that the slightest 
trouble in one place immediately affects the other. When, 
therefore, the employers and men on the Tyne, Wear and Tees 
came to loggerheads, builders on the Clyde were chary of 
fixing dates for the delivery of vessels, and the placing of 
contracts was deferred until the industrial atmosphere cleared. 
It did clear up, but the trade situation became worse, and 
shipowners would only order new vessels at extremely low 
prices. The work under construction steadily dwindled. At 
the end of the year the output was 569 vessels of 355,586 tons, 
as compared with 526 vesels of 619,919 tons in 1907. The 
number of vessels is larger, but this is accounted for as 
above. Of ordinary cargo and passenger vessels a much smaller 
number than usual were launched, and. there were less than 
half a dozen first class passenger liners. Large warships, too, 
are conspicuous by their absence from the year’s list of 
launches. There were only a few destroyers to place against 
the battleships of 1907. 

With such a large reduction in the shipyards it was inevit- 
able that there should be a decrease in the production of the 


104 


International Marine Engineering 


Marcu, 1909. 


Glasgow marine engineering shops. These depend almost 
wholly on Clyde yards for their contracts. The year’s work 
represents a total of 474,400 indicated horsepower, as com- 
pared with 668,527 in 1907—a reduction of 194,127. There was 
less demand for machinery generally, and less work for.the 
shops in which engines of standard types are constructed, and 
there were few large or highly-powered vessels built on the 
river. 

In 1907 the Fairfield Company had the largest output of 
machinery on the river—i12,000 indicated horsepower. In 
1908, Denny & Company head the list with 57,100, while David 
Rowan & Company are second with 43,800. 

The following is a summary of the Clyde marine engineer- 
ing returns: 


1908, I. H. P.|1907, I. H. P. 

Denny & Gon 57,109 63,200 
David Rowan & Co.. 43,890 50,220 
John Brown & Co. 41,750 73,000 
Varrow FENG meee SPHERID W  oesia 
Barclay, Curle & Co.. 33,150 40,532 
Caird & Co..... 23,500 7,700 
Alex. Stephens & Sons.. 20,660 35,930 
The Fairfield Co.. 20,460 112,009 
William Simons & com 18,910 7,345 
Dunsmuir & Jackson.. 18,000 26,250 
D. &.W Henderson & Co.. 16,650 30,300 
W. V. V. Lidgerwood.. 14,150 16,540 
Ross & Duncan. 12,940 10,735 
John G. Kincaid & Co.. 12,850 22,750 
Wm. Beardmore & Co.. 10,000 11,000 
A. & J. Inglis.. 9,800 3,509 
Fleming & Ferguson. . BAS tn dot EE ae 9,450 9,100 
Bow, McLachlan & Co.. MY Aad OO RU COB e oe 9,310 4,220 
Lobnitz & Co.. UC Oo UAE Rodeo badode 8,970 9,760 
McKie & Baxter.. 6,920 9,710 
Clyde Shipbuilding Icom 6,880 12,600 
Ferguson Bros. . 6,750 7,709 
Ailsa Shipbuilding Co. 5,620 8,000 
Muir & Houston.. 5,000 10,470 
Hutson\ié2 Sons. eerie ee ieee beter 4,960 4,650 
Scotts’ Shipbuilding Cone 4,000 11,700 
Rankin & Blackmore.. 2,700 29,250 
Campbell & Calderwood. . 2,580 3,620 
Gauldie, Gillespie’ & Co 2,450 2,700 
A. Rodger & Co.. 1,900 13,775 
James Ritchie. . 1,850 1,500 
David J. Dunlop ‘& Co. 1,800 2,000 
Aitchison, Blair & Co 1,700 4.380 
Renfrew Bros. & Co.. 1,300 2,600 
Fishers (Limited)... .. 1,120 1,350 
Colin, Houston & Co. 1,060 2,890 
Allan, Anderson & Co 660. 1,415 
J. & R. Houston 600 365 
White & Hemphill 450 940 
J. & Hay 100 70 
Other Fictiss si sae ee a Eee ee || a 5,700 
Totals co cihscrercse eve oistovels to clseceinlen (e Cle sete ree ee 474,400 668,527 


ihe tollowing table shows the output of English shipbuild- 
ing districts for 1908 in comparison with 1907: 


1908. 1907. 
Ships. Tons. Ships. Tons. 

PRONE atin eitins ara saris ee eee 115 210,110 148 336,922 
pleeseézprlartlepoolepprer neni 38 96,061 83 240,268 
NG aoonr nadicn donee ba oeos conn ce 40 85,351 90 295,432 
Royal Pocverds Tig sxeegcne ter Semone 5 43,060 3 51,800 
N. W. Coast.. HodobOdbO.08d0d000.00 95 39,232 117 20,645 
Humber. . uo chatsleah ee loee 98 21,714 135 36,659 
English Channel. BO onoatoS 106 10,237 124 9,499 
Thames... Aoeoctod aaa 112 9 881 270 15,420 
Bristol Channel.. Spenerrdo Goto ho ne 14 2, 106 61 8,025 

TLotalsiwesirsirast ieee ere 628 517,752 1,031 | 1,014,670 


The depression was felt much earlier in the North of 
England than on the Clyde. On the Tyne, Wear and Tees 
there were decreases even in 1907, but they were small in 
comparison with those of 1908. The low tonnage is accounted 
for partly by bad trade, but also by the labor disputes of 
the early part of the year. In engineering, the North- 
Eastern Marine Company’s Wallsend shop leads for the river 
with 44,240 indicated horsepower, a reduction of about 22,000 
indicated horsepower as compared with last year. The Wall- 
send Slipway Company’s decrease is more pronounced, but in 
1907 they had the turbines for H. M. S. Superb, which repre- 
sented 22,500 indicated horsepower. All over, the engineering 
of the district is only about half what it was in 1907. 


In the last few weeks of 1908 there were slightly better 
prospects on the Northeast coast. A number of orders were 
placed, but there was great disappointment on the Tyne that 
only a very small proportion of the recent Admiralty contracts 
for British cruisers and destroyers has gone to the district. 
Builders there depend almost wholly on cargo steamers, and 
they will not be again busy until there is more work for that 
type of vessel. 

The Belfast shipyards all through 1908 were busy, and they 
have a total of 16 vessels of 156,831 tons, as compared 
with 32 vessels of 137,360 tons in 1907. Harland & Wolff 
launched eight ships of 106,528 tons and 65,840 indicated 
horsepower, and the outlook there for 1909 is favorable, with 
orders on hand for the two big White Star liners, and ves- 
sels for the Bibby, Royal Mail, Australia United, Leyland and 
other lines. 

There is hope that during 1909 the shipbuilding and marine 
engineering trades of the Clyde will experience a revival, 
although there is nothing in the present situation to justify the 
belief. The slight fluctuations of the freight markets and the 
scrapping of unemployed cargo vessels, have affected the ship- 
yards very little, and but for the recent placing of warship 
orders the district would have been no busier than it was at 
the depth of the depression. There has not been any real 
improvement outside the yards affected by the naval work. 
Only one yard on the river—Yarrow’s—is fully occupied, and 
in many cases there is only sufficient work to keep the gates 
open. There has never been a time when the “tramp”-building 
firms had so few contracts or when there was such keen com- 
petition. 

Even in the three yards which have obtained naval contracts 
short time is the rule. The naval vessels consist of one 
cruiser of 4,500 tons displacement for each of the Fairfield, 
Clydebank (Brown) and Dalmuir (Beardmore) yards; three 
destroyers for Fairfield, three for Clydebank, one for the 
London & Glasgow Shipbuilding Company, Govan, and one 
for Denny & Company, Dumbarton. 

Besides naval work, the Fairfield Company are completing 
the Orient liner Otway, and are building three steamers, each 
of about 2,000 tons, for the Zealand Steamship Company—a 
total of about 16,800 tons. The London & Glasgow Ship- 
building Company have an Orient liner on the stocks ready for 
launching. Mackie & Thomson have three small steamers, 
aggregating 1,100 tons, for Colonial owners; Alex. Stephen & 
Sons, Linthouse, two steamers of 11,670 tons; A. & J. Inglis, 
Pointhouse, a train-ferry steamer of 1,700 tons for South 
America; D. & W. Henderson & Company, Partick, a small 
steamer for Aberdeen, and another for Glasgow; Barclay 
Curle & Company, a steamer of 3,900 tons for foreign owners; 
John Reid & Company, one steamer of 150 tons; Ritchie, 
Graham & Milne, two 20-ton barges, and Charles Connell & 
Company, two steamers of 7,000 tons. At Scotstoun, Yarrow 
& Company have their new yard full up with Brazilian de- 
stroyers and light craft of various types for foreign countries. 
At Clydebank, John Brown & Company have a paddle steamer 
for London owners, and at Renfrew there are two dredgers 
building in Lobnitz & Company’s yard, and one in that of 
Simons & Company. At Old Kilpatrick, Napier & Miller have 
several cargo steamers, and at Bowling, Scott & Sons have 
three steamers of about 500 tons. At Dumbarton, Denny & 
Company are completing the fastest vessel they have yet 
built—a 33-knot British destroyer—and they have also a large 
steamer for the New Zealand Shipping Company, another for 
P. Henderson & Company’s Rangoon service, and two vessels 
for Irish Channel Railway service—altogether about 20,000 
tons. McMillan & Son have a large steamer for an Italian 
firm, and two for other owners—a total of about 15,000 tons. 
The prospects in Dumbarton are therefore good: At Paisley, 
Fleming & Ferguson have four vessels, representing about 


Marcu, 1¢09. International Marine Engineering 


105 


3,200 tons; Bow, McLachlan & Company, two of 800 tons, and 
John Fullerton & Company orders for several small vessels. 
But although there is a fair amount of work in Greenock 

yards, the outlook there is not promising. None of the new 
Admiralty orders went to that district. The contracts on hand 
make an aggregate of about 45,000 tons. Caird & Company 
are completing the P. & O. steamer Malwa, and they have the 
sister ship Mantua on their stocks almost ready for launching. 
Scott’s Shipbuilding Company have orders for two first-class 
steamers, each of 7,500 tons. The Greenock & Grangemouth 
Shipbuilding Company are building two large  oil-tank 
‘steamers, each of a carrying capacity of over 6,000 tons, and a 
steamer, 265 feet in length, for the Eastern trade; and George 
Brown & Company, a coasting steamer of 200 tons. At Port 
Glasgow, Murdoch & Murray, and D. J. Dunlop & Company 
have nothing on hand, but the other firms are fairly well sup- 
plied for the next half year. A. Rodger & Company have a 
steamer of 7,500 tons for Glasgow owners, and a steamer of 
5,500 tons for Furness, Withy & Company; the Clyde Ship- 
building Company have three vessels, each about 300 feet in 
length; Ferguson Bros., a large dredger for Buenos Ayres; 
Robert Duncan & Company, a steamer of 8,000 tons and one 
of smaller dimensions; Russell & Company, four passenger 
and cargo steamers, two river steamers and a number of 
barges; and William Hamilton & Company, a large floating 
dock for foreign owners and two other vessels of about 7,000 
tons each; the Ailsa Shipbuilding Company are building, at 
Troon, three steamers of 4,790 tons, and at Ayr one of 425 
tons; and the Campbeltown Company, two steamers of about 
2,600 tons each. There is no new work at the Ardrossan yard. 

The work under construction on the River Clyde is about 
307,000 tons, as compared with 315,000 at the end of 1907. 
Govan, Partick and Scotstoun yards have about 100,700 tons; 
Clydebank, Dalmuir & Renfrew, 25,000; Dumbarton, Bowling 
and Old Kilpatrick, 43,500; Paisley, 6,000; Port Glasgow, 
77,000; Greenock, 45,000; Firth of Clyde yards, 9,000, and 
other small yards 800 tons. 

At the close of our review a year ago we stated that the 
reversing turbine had not yet been developed, and that the 
internal combustion engine might displace not only oil fuel and 
boilers, but also both turbines and reciprocating engines. The 
oil-motor has come into practical use on board two vessels of 
the well-known MacBrayne line, employed in the West High- 
land trade. The reversing turbine has still to come, but mean- 
while we have a compromise. Denny & Company, of Dum- 

_ barton, were the first to apply the turbine to the propulsion of 

merchant steamers, and they were the first to demonstrate 
the practicability for low-speed vessels of retaining the old 
engines as an auxiliary to the turbine. The New Zealand 
steamer Otaki has proved more economical of steam than her 
sister ships. When Harland & Wolff have completed the 
Laurentic for the White Star Line’s new Canadian service, 
the combination system will be tested on a larger scale, but 
there is already no doubt of its success as a compromise. 

Engineers are still waiting for the reversing turbine and the 
adaptation of the fast-running turbine to the slow-moving 
propeller. But Mr. Mavor, at Glasgow, and Mr. W. P. Durt- 
nall, at London, have each submitted proposals introducing 
electric control between the turbine and the propeller. Noth- 
ing has yet been tone in the way of practical experiment, but 
if successful it will be a more revolutionary development than 
the combination of turbines and reciprocating engines, although 
it will leave untouched the great question of motive power. 
It will not abolish the steam generator, like the oil or gas 
engine. MacBrayne’s two oil-propelled vessels are running 
satisfactorily, and the Royal Naval Reserve gunboat Rattler 
has proved that gas engines may be used for a vessel of large 
size. There is not sufficient evidence yet to justify still larger 
ships having machinery of similar types, and at present the 


most promising line of development is that of electric control 
between the turbine and the propeller. 

The cost of building new merchant steamers is roughly 
estimated to have declined 10 percent during the year. The 
actual decline is probably more, as builders are disposed to 
anticipate a further decline in material, if not in labor. But 
as second-hand vessels only a few years old have been pur- 
chasable at a decrease of 25 percent, and older vessels at a 
still greater depreciation, there is not much inducement to 
order new vessels of the ordinary tramp type, especially in the 
present state of the freight markets. 


PROPELLERS. 


BY W. G. WINTERBURN. 


In a recent issue of this journal I noticed that among the 
propeller patents our old friend, the continuous paddle, had 
once again been resurrected. It is astonishing how this idea 
has struck the minds of so many would-be inventors, who, if 
they only consulted the archives of the patent offices, would 
learn that it has been “discovered” over and over again, to 
say nothing of the numberless inventors who have made no 
efforts to protect it. 

No less a personage than the governor of a British Crown 
colony, on a trial trip which he honored by his presence, pre- 


Fic. 1. 


sented me with the suggestion, which he assured me he had 
thought about a great deal, but his official duties left him no 
time to experiment and perfect it. He was astonished when 
I informed him that I had heard of it for years, and that the 
scheme was impracticable. 

The idea is to have an endless chain or belt fitted with 
numerous paddies and revolving about two drums, one near 
each end of the vessel; apparently the longer the ship the more 
paddles will come in operation, and the faster will she travel. 
Devices for feathering the floats flat when moving forward 
and other constructive details need not be considered here; it 
is only the fallacy of the principle that I will endeavor to 
elucidate. 

For the purpose of illustration I borrow Fig. 1 from a back 
number of this journal. One of the floats enters the water at 
A and emerges at B. Assuming, for argument, that slip is 
non-existent, the boat will travel this distance, which we will 
make equal to the circumference of the wheel at the center 
of effort. 

As this float emerges at B, another one is just entering the 
water at A. It is obviously superfluous to have a train of 
floats or paddles between these two, although they are so 
shown on sketch. The one float traveling sternwards is push- 
ing back a body of water equal to its area, but unless those in 
its wake can travel faster they have no propulsive effect; the 
floats following at same speed merely add weight and friction. 

Allowing for losses due to obliquity of the floats entering 
and leaving the water, the advancement of the boat per revo- 
lution is, in this case, the distance between the centers of the 
wheels; if we double the distance we would have to give the 
wheels another turn to push the boat that much further for- 


106 


ward, but it would be no use adding more paddles. In an 
ordinary feathering wheel, the work done by each paddle— 
eliminating slip—pushes the boat forward a distance equal to 
the chord of the arc of immersion c d (Fig 2). As the paddle 
passes the bottom center its useful effort diminishes, but the 
work is being taken up by the succeeding blade, and so the 


action is continuous. What advantage would be gained by 


FIG. 2. 


causing the blade to follow up the stream sent astern, unless 
its motion could be accelerated, it is difficult to see. 

If an instantaneous photograph be taken of the wheel of a 
rapidly moving vehicle, the spokes of the upper half appear to 
be traveling much faster than those of the lower. Take a 
point P (Fig. 3), in half a revolution it will arrive at P,, and 

3.1416 

——_— = 1.5708; but 
2 

P will only have traversed in a forward direction that dis- 

tance, less the diameter of the wheel. From P; to its original 

position at P the point has to travel -horizontally 1.5708, plus 

the diameter of the wheel in the same period of time; hence 


the vehicle will have moved forward 


the apparent paradox of the top half of a wheel running with 
twice the velocity of the lower half. 

This seemingly impossible feat is accomplished when the 
point is revolving about a center which is moving, but if the 
path of the point on arriving at q be continued laterally, as 
shown by the arrow, another point traveling in the opposite 
direction covers exactly the same distance in the same time, 
the acceleration appearing in the upper left-hand quadrant of 
the rear wheel being but transferred from the front one. It 
will thus be seen that the only-propulsive effect obtained by 
the belt-paddle systemi is that due to one wheel, the other and 
the intervening chain of floats being merely incumbrances. 


International Marine Engineering 
Pa SO iis eo ESSE SS ei 


Marcu, 1909. 


THE PACIFIC LINER LURLINE. 


BY HOLLIS F, BENNETT. 


The Lurline is a three-masted, schooner-rigged vessel of 
the spar-deck type, with raised forecastle, poop and ’midship 
house. Uncommon with large Pacific liners of this class, the 
ship has her machinery placed in the stern of the vessel under 
the poop deck, as is common with vessels on the Great Lakes. 

She was built by the Newport News Shipbuilding and Dry 
Dock Company for the Matson Navigation Company, of San 
Francisco, for use as a passenger and freight steamer, in that 
company’s service between San Francisco and Honolulu and 
ports on the Hawaiian Islands. The construction of the vessel 
was carried out to full Lloyds requirements throughout. 


HULL DATA. 


The gerieral dimensions are as follows: _ 


Length between perpendiculars. . 420 feet. 

LEON OWSE All, coccocecoocscese 436 feet. 

Beak, NONCGL. sccccccococsseuKr 53 feet. 

Depthisetns:: 2. eee ee 33 feet 6 inches. 
DD Ratt rasAecto's salon ee TERI 26 feet. 
Displacement, 26-foot draft..... 10,000 tons. 

Trial speed, burning coal........ 14.6 knots. 


The hull is of mild steel throughout, built especially strong 
and rigid. The keel is of the flat-plate type, connected to a 
wrought-steel stem, 12 by 3% inches, and to the steel stern 
frame, which is 12 by 734 inches. There are five watertight 
bulkheads, and the frames are spaced 26 inches apart. It is 
noteworthy that the bulkhead between the engine and boiler 
rooms is non-watertight. There are five decks, the lowest, 
the orlop, extending from the stem to the after end of No. 1 
hold. The main and spar decks extend the whole length of 
the ship, and, like the orlop deck, are of steel throughout, the 
spar deck being sheathed with 3 by 2% yellow pine in way 
of forecastle, poop and ’midship house. *Midships are the 
upper and bridge decks, both of wood. 

The ’tween decks are specially designed for the carriage of 
package freight, while the holds are fitted for carrying raw 
sugar in sacks, which constitutes the principal cargo from the 
Hawaiian Islands. 

The main and the orlop decks divide the forepeak into three 
sections, the lower being used for trimming, the middle sec- 
tion and the orlop deck for the stowage of chains, and the 
upper section on the main deck for the spare sails, ropes, 
cargo, gear, etc. 

The crew’s quarters are forward, under the forecastle 
head, together with the carpenter shop, boatswain’s locker and 
windlass engine. In the ’midship house, on the spar deck, are 
located the dining saloon, the pantry, ladies’ and men’s baths 
and fourteen staterooms. On the upper deck are the smoking 
room and the social hall and six staterooms. Two of these 
rooms are outside rooms, arranged en suite with private bath. 
The dining saloon is finished in white and gold, as are all the 
staterooms. The social hall and smoking room are finished in 
mahogany, with upholstery done in dark brown. On the 
bridge deck are the wheel house, chart room and the captain’s. 
room and officers’ quarters. 

Aft, under the poop, are the engineers’ quarters, together: 
with the quarters for the oilers, water-tenders, firemen, cooks 
and waiters. The galley, officers’ and crew’s mess rooms are 
also located on this deck (spar). The Lurline has three steel 
masts with derrick booms attached, as follows: The fore- 
mast, four 8-ton and one 15-ton; mainmast, four 8-ton; miz- 
zenmast, one 5-ton, for handling weights in the engine room. 
She is equipped with two bower, one stream and one kedge 
anchors, all stockless. The windlass is of the Hyde Com- 
pany’s make. The foremast and mainmast are each equipped’ 
with four of the Murray Iron Works (of San Francisco) 
single-drum, reversible high-speed cargo winches. For steer- 


Marcu, 1900. 


International Marine Engineering 


107 


ing, she is fitted with Brown’s patent steam tiller and tele- 
motor gear. Four 22-foot metallic lifeboats make up her 
equipment. 

The ship’s masts are secured in her in a noteworthy manner. 
Contrary to usual practice, they do not go through the spar 


high and intermediate-pressure cylinders, with ramsbottom 


rings. The piston rods are of wrought steel, 7 inches in 
diameter. The connecting rods are, wrought steel, 654 inches 
and 8 inches in diameter, and 10 feet 2 inches from center to 
center. 


The crossheads are wrought steel, with slippers of 


THE LURLINE AT ANCHOR IN SAN FRANCISCO HARBOR. 


deck, but rest upon it, stayed by extra heavy wire rigging, 
with the bases secured to the deck by four braces made up of 
plate and angle bars. 

MACHINERY. 

The ship is propelled by one fore-and-aft triple-expansion 
engine, with cylinders 31, 50 and 84 inches diameter, with 
a common stroke of 54 inches. The cylinders are arranged 
with the high-pressure forward, followed by the intermediate 
and the low-pressure in the order named. The cylinder walls 
are 114 inches thick, with no liners fitted. The valves are all 


cast iron, lined with babbet metal. The engine is supported 
on cast-iron, box form, back and front columns, bolted to a 
cast-iron bedplate. The crank shaft and pins are 16% inches 
diameter, and are joined by wrought steel webs, 87 inches 
long by 54 inches wide. There is a 14 by 20-inch reversing 
engine, and an 8 by 6-inch turning engine fitted to the main 
engine. The main steam pipe is 10 inches diameter. The 
engine room extends the full width of the ship up to the main 
deck. On the main deck, on the port side, is the dynamo and 
ice-machine room, and on the starboard side is the engineers’ 


eK 
\ \| 
4 | S 
jy S 
Wheel 
oom 

~ = 

a = = { 

Towing Wireless 2 = Social Hall === = = Quarter! 
a¢hibe ; ears] sisi => = A aan Sal Ee SSE= —.— 
Steorine/ Gear Mese[Gattes| PPE Ge: == : Panty Dining Sele : SSS —= 33805:Cu.Fte- >) Byoreg 
sing i == 3035. CucFL DG Sa Z z =! 
y = ~ = —33635.Cu-F ts —— Cargo = Zs 
Cola prey SSS — 18288.Cu.Ft } Ra 2 = = Ohainl | se j 
torage Boile Dee 5 ==, Cargo" = 1) 8 SSS =B0907uEt--— ker| S'S 
= —_— = - = ny eee -—Carge mz - 
Sim Gal > ~74252 CuFt —~ ~Fuel 051~ p> ess Cak —————— = [peer on th 
Garco. 11444<Tons __Cargo-_ —— ~ = 38053 Ca. Ft- 78.75 brs 
_—Carg PS 08 Care = Carg0 iin 
= “40393 Ft- ~ i efPualigity, 
RUTSPRATIRN CITE ASE LNTOR gbREEDESaL cRoaRUE: 


125 


tN 


ON uirder Under 


° 


INBOARD PROFILE AND DECK PLAN OF THE 


forward of their respective cylinders, and are of the 15-inch 
piston type in the high and intermediate, and of the double- 
piston slide type on the low-pressure cylinders; there being 
one on the high-pressure, two on the intermediate and one 
on the low-pressure cylinder, and all the valves are fitted with 
balance pistons. Stephenson valve gear is fitted with cast-iron 
sheaves, cast-steel straps and forged-steel rods and stems. 
The links are the double-bar type, and with the link block are 
of wrought steel. The pistons are all of cast iron, fitted, in the 


LURLINE. 


workshop and tool room. The ship is fitted with a complete 
cold storage plant on the main deck aft of the engine room 
casing. ° 

BOILERS. 

There are five Scotch return tubular boilers, four main 
boilers and one donkey boiler. The main boilers are 16 feet 4 
inches mean diameter and 11 feet 6 inches long, built to with- 
stand a working pressure of 180 pounds per square inch. 
Each boiler has four Morison furnaces, 39 inches in diameter 


108 


International Marine Engineering 


Marcu, 1909. 


and 17/32 inch thick, attached to separate combustion cham- 
bers. The grate surface for one boiler is 78 square feet; 
heating surface tubes, 2,222 square feet; heating surface fur- 
naces, 216 square feet; heating surface combustion chambers, 
288 square feet; total heating surface for one boiler, 2,726 
square feet. The net area of the tubes in one boiler is 13.75 
square feet, and the length of grate bars, 6 feet. The ratio of 
heating surface to grate area is 35 to 1, and of grate area to 
tube area 5.68 to I. 

The boiler shells are 1 13/32 inches thick, the back and 
front heads and tube sheets are 34 inch thick. There are 
double butt-straps treble riveted, the outside 1 1/16 inches and 
the inside 1 13/32 inches thick. The main stays are 3% inches 
diameter, upset at the ends to 3% inches and spaced 14 inches 
center to center. There are 254 ordinary tubes, No. 11, B. W. 
G., 8 feet 114 inches long, expanded into both tube sheets, and 
106 stay tubes, 5/16 inch thick, screwed into both tube sheets. 
All tubes are 3 inches inside diameter. 


AUXILIARY MACHINERY, 


The condenser is independent, with cast-iron shell and 
34-inch brass tubes. The circulating pump of the single- 
acting centrifugal type with an independent engine, 11 by I1 
inches. The suction and discharge pipes are 15 inches in 
diameter. The other pumps are as follows: Air pump, one 
Blake twin beam, vertical, 10 by 23% by 15 inches with 9-inch 
suction from condenser and 8 and 5-inch discharges to feed 
tank and bilge. Main feed: Blake special duplex center- 
packed plunger pump, 12 by 7 by to inches. Auxiliary feed: 
duplicate of main feed. Donkey boiler feed: one Blake 
center-packed duplex plunger pump, 7% by 3% by 6 inches. 
Fire and bilge: one Blake horizontal duplex, 10 by 7% by 12 
inches. Ballast pump: one Blake special duplex, 12 by 10 by 
12 inches. Fresh water pump: Blake duplex, 6 by 4 by 6 inches. 
Sanitary pump: Blake duplex, 6 by 4 by 6 inches. Fuel oil 
pumps: two Blake duplex 6 by 4 by 6 inches. Evaporator feed 
pump: one Blake duplex, 4% by 234 by 4 inches. 


FIG. 1.—THE FOCA AT CRUISING SPEED. 


DONKEY BOILER. 


The donkey boiler is a two-furnace single-end Scotch boiler, 
11 feet 6 inches mean diameter and ro feet 6 inches long, built 
for a working pressure of 180 pounds per square inch. There 
are two Morison furnaces, 44 inches in diameter and 17/32 
inch thick, with a common combustion chamber. The grate 
surface is 44 square feet; heating surface, tubes, 1,170 square 
feet; furnaces, I14 square feet; combustion chamber, 137 
square feet; making a total heating surface of 1,421 square 
feet. The net area of the tubes is 6.03 square feet, and the 
length of grate bars 6 feet. The ratio of heating surface to 
grate area is 32.25 to I, and of the grate area to tube area 


FQ (WO) Ho 


The boiler shell is in two courses, I 5/32 inches thick, the 
heads and tube sheets are 34 inch thick. There are eight main 
stays, 274 inches diameter, upset at the ends to 3% inches 
diameter, spaced 15 inches center to center. There are 176 
ordinary tubes, No. io B. W. G., and 66 stay tubes, 5/16 inch 
thick, 7 feet 6 inches long and 2% inches inside diameter. The 
hydraulic pressure is 360 pounds per square inch for all 
boilers. 


There is one four-bladed, right-handed, built-up propeller, 
with cast-iron hub and manganese bronze blades; diameter, 
18 feet; pitch, 20 feet; pitch ratio, 1.11; disc area, 254 square 
feet; helicoidal area, 115 square feet; projected area, 98 square 
feet; net area, divided by disc area, equals .453; projected 
area, divided by developed area, .85; rake, Io inches; hub, 4 
feet 5 inches diameter by 3 feet I inch long. 


There is also fitted in the after part of the poop a Chase’s 
improved towing machine of extra large size. 

After completion the Lurline loaded 5,800 tons of New River 
coal at Newport News for the use of the fleet at San Fran- 
cisco, and had her ’tween decks filled with 2,300 tons for 
bunker use. She sailed at 3.30 P. M., March 28, 1908, and 
the engines ran continuously, with the exception of one hour, 
when the vessel was stopped to tighten up the high-pressure 
piston rod packing, until Puerta Arenas was reached on 
April 26, at 1 P. M. After leaving Puerta Arenas the en- 
gines were never stopped until the ship anchored in San 
Francisco Bay on May 20, after a voyage of fifty-three days. 
The average day’s run was 280 miles. Nearly 3,000 tons of 
coal was burned during the voyage, part of the cargo being 
used, with an average daily consumption of 54 tons per day. 
A good average reading of the engine’s performance is as 
follows: 

Steam, 175 pounds; vacuum, 24.5 inches; intermediate re- 
ceiver, 35 pounds; low-pressure receiver, 4.5 pounds; revolu- 
tions per minute, 64; indicated horsepower, about 3,200; speed, 
10.6 knots. 

Upon arrival at San Francisco the grates were taken from 
the furnaces and the oil-burning system installed. On her 
first voyage from San Francisco to Hilo and Honolulu she 
made the run from port to port, a distance of 2,150 miles, in five 
days and twenty-one hours, at an average speed of 15 knots. 
She was loaded at the time with about 1,800 tons of general 
cargo. On the return trip she was loaded with 9,000 tons of 
raw sugar, and was seven days eight hours out, with an 
average speed of 12.4 knots. 


Marcu, 1900. 


International Marine Engineering 


109 


THE ITALIAN SUBMARINE TORPEDO BOAT FOCA. 


The Royal Italian submersible torpedo boat Foca, built by 
the Fiat-San Giorgio, Ltd., Spezia, Italy, is constructed with 
the Laurenti type of hull, which has been used in the Italian 
navy since 1905. The Squalo, Narvalo, Otaria, Glauco and 
Tricheco are all examples of this type. The Laurenti system 
of hull construction is radically different from that usually 


were run at 600 revolutions per minute, and an eight-hour 
run was made on whch an average speed of 12.2 knots 
was attained. With the central motor alone operating at 620 
revolutions per minute, the cruising speed was found to be Io 
knots, and the consumption of fuel only 125.69 pounds per 
hour. The fuel tanks are capable of carrying 17,140 pounds of 
fuel, consequently the radius of action at a speed of 10 knots is 
about 1,400 nautical miles. 


FIG. 2.—GENERAL ARRANGEMENT OF THE FOCA., 


adopted in the construction of submersible boats. From the 
cross section, shown in Fig. 3, it will be seen that the usual 
circular shape has been discarded for one which allows better 
utilization of interior space without the necessity of large dis- 
placement. For instance, if, after the preliminary designs for 
a submersible have been made, it is found that to accommo- 
date the necessary machinery will require an internal breadth 
of 3%4 meters (11.48 feet), with a circular-shaped hull, it 
would be necessary to have a boat 3% meters (11.48 feet) in 
diameter with a consequently large displacement. With the 
Laurenti type of hull the height may be reduced, as in this 
case, to 2 meters (6.56 feet), which gives ample room for in- 
stalling the machinery and, at the same time, decreases the 
displacement of the boat. Not only is the smaller tonnage an 
advantage for practical maneuvering, but with the smaller 
boat and same propelling machinery it is possible to realize 
both a greater surface speed and a greater radius of action. 


Circular-sectioned hulls do not give any warning of the 
amount of stress to which they are subjected while under 
external pressure, unless the stress exceeds the ultimate 
strength of the material and collapse occurs. On the other 
hand, with the Laurenti type of hull, since the cross sections 
are in the form of elastic arches, it is possible to follow their 
deformations under external pressure and by means of proper 
calculations obtain exact data regarding the magnitude of the 
stresses caused by the external pressure. 

The principal dimensions of the Foca are as follows: 


Length over all, 139.35 feet; beam, 16.25 feet; draft, maxi- 
mum, 8.27 feet. The boat is propelled by three screws, each 
driven by a group of internal combustion motors of the Fiat 
type of about 300 horsepower each. ‘The central motor is 
located in a watertight compartment, which can be shut at the 
very last moment before diving, and, as there is no need of 
using the after part of the boat in submerged navigation, it 
is possible to keep the central motors in operation until the 
exact spot is reached where it is intended to submerge the 
boat. 

On her official trials the Foca maintained a speed of 15 


knots for two consecutive hours, with her three motors de- 
veloping only 820 horsepower. After this trial the motors 


The Foca was kept submerged for some time in the neigh- 
borhood of the Gulf of Spezia, with her keel at a depth of 
144 feet below the surface of the water. All deformations of 
the hull were found to be absolutely elastic, and the boat and 
fittings in perfect condition after the trial. 

The conning tower is located a little forward of amidships, 
and is built of strong, nickel-steel plates. There are three 
means of gaining access to the boat, and, consequently, good 
ventilation can be secured. When submerged the boat is 
driven by electric motors developing about 110 horsepower 
each. Her radius of action in this condition is 65 nautical 
miles at a speed of 6 knots. 

Besides the main propelling machinery, the following aux- 
iliaries are installed: Two electrically-driven suction pumps, 
capable of exhausting 130 tons of water per hour each from a 


of Laurenti’s 
boat 


Line of 


| $3.50 meters y 
113.78! j 


L 
; 


42 meters 


FIG. 8.—THE LAURENTI HULL COMPARED WITH OTHER SHAPES. 


depth of 131.2 feet. These pumps are to be used for exhaust- 
ing the water ballast in case the compressed air supply is in- 
sufficient. There are two air compressors of the Whitehead 
type, and also two electrically-driven auxiliary pumps: 

The boat is fitted with two torpedo tubes for 18-inch White- 
head torpedoes, and has a capacity for carrying four tor- 
pedoes. 


TIO 


International Marine Engineering 


Marcu, 1909. 


THE MOTOR BOAT MARENGING. 


Probably the most interesting American-built motor boat 
to be placed in commission this season is the Marenging, de- 
signed and built by the Truscott Boat Manufacturing Com- 
pany, St. Joseph, Mich. for H. L. Aldrich, publisher of 
INTERNATIONAL MARINE ENGINEERING. This boat is unique in 
that she is propelled by a producer gas plant. She has been 
fitted with this type of power plant solely for experimental 
purposes, in order to determine the feasibility of using pro- 


solid, straight-grained white oak, steam-bent to shape, the 
smallest being 1% by 134 inches, spaced g inches center to 
center. Oak floors, provided with limber holes, are fitted to 
every frame. This permits the passage of bilge water without 
the necessity of cutting the frames. The hull is planked with 
clear, red cypress, 14% inches thick, smoothed on both sides. 
All butts are made between frames with oak reinforcements. 
The sheer strake is of selected white oak, and all fastenings 
are copper-riveted over large washers upon the inside. A 
watertight bulkhead extends from the keel half-way to the 


MARENGING AT FULL SPEED. 


ducer gas for marine work, and during the next few months 
the most complete and exhaustive tests which can be made 
will be carried out on this plant to determine the advantages 
and disadvantages of this type of motive power. 

The principal dimensions of the boat are as follows: 


Feet. Inches: 
Teengthviovertalligasceaaciicmicrseciante ooo. 40 (e) 
WenotheonmwaterlineaeereemMerertcrecr 38 6 
Beam in aise cesactrctocige Serena tec s 9 (0) 
Dratiameant. seer Clee res 2 6 
Freeboard at lowest point of sheer..... 2 9 
SHS rie Wee ae ARIE Cowpea eget (0) 6 


The keel is of good quality white oak, sided 3% inches, 
molded 4 inches, cut in-long lengths and joined to the stem 
and deadwood with brass bolts and nuts. The frames are of 


FOUR-CYLINDER MOTOR OF THE MARENGING, 


deck at the bow, just aft of the tank. The wales are put in 
with as long lengths as possible, and are of yellow pine and 
white oak, 2 by 3% inches, securely fastened with bolts. The 
deck beams are of oak, 7% inch thick and 2%4 inches deep. The 
deck is of Honduras mahogany 1 inch thick. The frame work 
of the cabin, the fenders, strake and moldings are all of white 
oak. 

The forward part of the boat is taken up entirely by the 
main cabin, the design of which is a compromise between the 
old-style full glass cabin and the newer type of hunting or 
turtle-back cabin, combining the advantages of both. The 
trunk of the cabin, which extends a moderate height above the 
deck, is composed entirely of heavy plate-glass sashes, which 
can be dropped down for the purposes of ventilation. As 
these sashes are absolutely watertight and of extra strength, 
the boat loses nothing in seaworthiness by this arrangement, 
whereas the additional comforts of plenty of light and good 
ventilation are secured. The main cabin, including an ex- 
tension of 2 feet below the forward deck, to afford two full 
sleeping lengths, is 13 feet long. Wide seats, suitable for 
bunks, are built on each side of the cabin, with lockers under- 
neath, accessible by means of lids on the top and hinged doors 
on the side. Both the interior and exterior of the cabin are 
finished in Honduras mahogany, the interior being built up of 
panel work cut from the solid wood. 

Aft of the main cabin are the engine room, galley and toilet. 
The engine room and galley are 9 feet long and the toilet 5 
feet long. Full-length wardrobes are built into the forward 
engine-room bulkhead. Besides the power plant the engine 
room contains the necessary lockers, etc., for tools, oil cans 
and accessories. The galley is fitted with a stand for a stove, 
and the space on top of the stand and behind it is sheathed 
with copper. Below the stand there are commodious cup- 
boards for stores. 


MarcH, 1909. International Marine Engineering Ill 


| SS = = oe eae 


x 
mo SS 
aX GE: 
x x 

y|§ 


Pipe under Floor 


Se cea pd 


from Exhaust te } 3 a B Cockpit 
Generator WOE loys Be eae F 
x A Ne 4 Bridge 
S 2 Toilet 
x EXE TOXGEXE 2 Purge 3 f O 
SS gi Ad BAO 4 5 iene 


GENERAL ARRANGEMENT OF THE MARENGING. 


Aft of the engine room is the cockpit, which, including the 
bridge, is 8 feet 6 inches long. The floor of the cockpit is 
raised to a height above the waterline sufficient to permit self- 
bailing. It is slightly crowned and pitched to drain through 
scupper holes in the forward corners. The floor is supported 
by stanchions to make it thoroughly rigid and solid. A cush- 
ioned locker extends across the rear of the cockpit, while the 
bridge is located just aft of the cabin. Contrary to the usual 
practice in a boat of this length, the cabin may be entered not 


[oe Drain-Pipe 


Removable 


i ie Handle / 


consisting of a single-suction gas generator and a Truscott 
heavy-duty, 4-cylinder, 4-cycle engine, having cylinders 54-inch 
bore by 6-inch stroke. The engine is fitted with a reversing 
gear mounted in an extension of the main bed. The cylinders 
are bored and reamed to size, and are fitted with long cast- 
iron pistons. The crank shaft is of drop-forged steel, and 
the bearings are of genuine Babbitt metal of very large size. 
Lubrication is effected by a force-feed mechanical oiler at- 
tached to the front of the engine and driven from the cam 


Spray-Dipe 


WS 
S 


= 
= 
= 


ee 


ARRANGEMENT OF THE GAS PRODUCER, ENGINE AND AUXILIARIES. 


only through a door in the rear of the engine room, but also 
through a watertight hatch in the forward deck. 

The top of the cabin is sufficiently strong to support any 
reasonable weight. It is made of matched white pine, covered 
- with a double layer of heavy paraffin parchment, upon which 
12-ounce double-filled duck is tightly stretched and treated 
with three coats of paint. The carlins which support the roof 
are of Honduras mahogany, to match the interior finish. 

Power is furnished by a 35-horsepower producer gas plant, 


shaft. The oil ducts lead, respectively, to the pistons and 
crank case of each cylinder and to the forward and after 
bearings. All of the moving bearings are provided with snap 
oilers. The inlet and exhaust valves are both mechanically 
operated, and are located in the cylinder head in removable 
cages. The cam shaft is located above the cylinders on the 
longitudinal center line of the engine. The cams are forged 
integrally with the shaft, and have large ground surfaces for 


contact with the valve lift-arm rollers. Ignition is of the 


Ii2 


International Marine Engineering 


Marcu, 1900. 


low-tension make-and-break type, mechanically operated from 
the cam shaft. The exhaust pipe of the engine is water cooled, 
extending beneath the cockpit floor, and is submerged beneath 
the stern of the boat. The reversing clutch is of the improved 
gear type, fitted with large surface in both gear and pinions, 
and it is self-oiling. 

The bronze propeller wheel is of the three-bladed pattern 
with solid flukes. The propeller shaft, stern bearing, stern 
tube and stuffing-box are all of bronze. The stuffing-box is 
on the inside of the boat, and can be reached through a hatch 
in the cockpit floor. The bronze shoe, or skeg, for support- 
ing the rudder, is fastened to the keel with long brass lag 
screws. 

The engine is completely fitted with all of the necessary 
wrenches for access or repair to any part; lubricators, oil 
cans, etc., together with a complete set of spare valve gear, 
bolts, nuts, cotter pins, washers, ete. 

The gas for the operation of the engine is generated in a 
single-generator suction gas producer, built by the Marine 
Producer Gas Power Company, 2 Rector street, New York. 
The producer .is 24 inches in diameter and 4 feet high. The 
shell is made of tank steel, and is lined with a special grade 
of firebrick lining, at the bottom of which is attached a 
shaking grate, available through a cleaning and ash-pit door 
for the inspection of the fire and the removal of ashes. The 
fuel is charged into the producer through an automatic vesti- 
buled charging hopper, so arranged as to preclude the possi- 
bility of admission of air to the upper zone of the producer. 
The hot gas is taken off at the top of the producer through a 
special three-way valve having one common connection with 
the producer, arranged on one side with a purge stack, and on 
the other side with a connection leading to the Monel metal 
gas scrubber, which is located on the deck house over the 
engine room. This scrubber is 12 inches in diameter and 6 
feet long, weighing 60 pounds. In the scrubber the gas is 
passed through numerous sprays of water, which cool it and 
cleanse it of all dirt and soot, and prepare it for its proper use 
in the engine. The gas leaves the scrubber at the after end 
through a lower connection, and passes directly to a gas and 
air-mixing valve which is substituted for the ordinary car- 
buretor. This valve is arranged for the proper control of the 
mixture of gas and air, and also acts as a throttle in order to 
give the desired speed to the engine. 

The operation of the plant is, briefly, as follows: A fire 
is kindled on the grate, and coal is charged into the top of the 
producer until the fire is of a proper depth for correct gas 
making. When hurried starting is desired, a fan, which is 
located in the locker on the starboard side of the boat, is 
operated by hand. The air leaving this fan enters the pro- 
ducer underneath the grate, passes up through the fire, and the 
products escape through the purge pipe until the fuel is 
heated to the proper gas-making temperature, when the purge 
valve is closed and communication made with the gas scrub- 
ber. A small vent pipe near the engine is then opened to the 
atmosphere, and the fan turned until gas appears at this vent. 
This fan is only used in starting the producer, and as soon as 
the engine is under way the operation of the fan ceases. 

The proper adjustment of gas and air is then made at the 
gas-mixing valve, the spark retarded as usual, and the 
engine turned over by a special crank furnished for this pur- 
pose. By this operation gas and air in the proper proportions 
are drawn into the cylinders and there compressed, and at the 
end of the compression stroke the mixture is ignited. The 
engine immediately comes up to speed, and can be operated 
with the clutch in a neutral position, or ahead or astern, as 
desired. The suction stroke of the engine creates.a vacuum 
in the gas main, which communicates with the producer, and 
serves to draw the proper proportion of air and ingredients 
through the fire of the producer to make the gas. 


The fuel commonly used is anthracite coal of pea or buck- 
wheat size, although either charcoal or coke may also be used. 
During operating periods the fuel is charged into the gas 
producer, and the grate is agitated in order to shake down the 
ash at intervals of from one to two hours. After the boat is 
docked, or has been moored, and the engine is shut down, the 
purge valve is put into communication with the purge pipe, 
and the grate is again shaken, and the ashes, after being wet 
down, are removed from the ash-pit. The producer is then 
replenished with fuel, and the fire left in a stand-by condi- 
tion for an indefinite period. After a twenty-four-hour shut- 
down, only ten or fifteen minutes blasting with the fan is 
necessary to bring the fire up to the proper gas-making tem- 
perature, when the customary cycle for starting can be carried 
out. 

The gas generated is uniform in character, and has such 
consituents that preignitions are practically done away with. 
The temperatures obtained in the cylinders are not nearly so 
high as with gasoline, and the engine can be operated much 
easier than with gasoline. Variations in temperature and 
humidity do not affect the operation so much as with the 
latter fuel, but for successful operation on producer gas the 
engine must be fitted with large inlet and exhaust valves and 
pipes. The Truscott motor used in this installation required 
no changes in this respect, inasmuch as the valves and piping 
supplied for gasoline are unusually generous in size, the only 
changes being in the nature of considerably higher compres- 
sion than ordinarily met with on gasoline operation, the com- 
pression in this instance being 150 pounds per square inch 
above atmospheric pressure. The initial maximum pressures 
are about 300 pounds per square inch immediately after 
ignition, and the mean effective pressure for the working 
stroke on the piston is about 70 pounds per square inch. 

About 1% pounds of anthracite pea coal of good quality are 
consumed per horsepower per hour. The total weight of coal 
carried, therefore, but slightly exceeds the weight of gasoline 
which would be ordinarily carried for such a plant operating 
on this fuel. The engine, complete with clutch, shaft, pro- 
peller and fittings, weighs 1,650 pounds. The gas-generating 
plant, complete with producer, scrubber, fan, purge valve, 
pipe, fire tools and fittings, weighs 1,000 pounds, a total of 
2,650 pounds, or 76 pounds per horsepower. 

The control of the plant is so arranged that both the boat 
and the motor can be handled by one operator on the bridge 
in the cockpit. Steel rods and levers passing beneath the floor 
are actuated by tooth and sprocket levers from an automobile 
type of starting wheel on the bridge. The steering wheel has 
a brass hub and stanchions, and is fitted with a wooden rim, 
finished to match the rest of the woodwork. An additional 
wheel, placed directly below the steering wheel, actuates the 
reversing clutch, and connections mounted on the bulkhead 
control both the spark and throttle. An improved type of 
lock switch.is arranged for easy access for starting and 
stopping the motor. The control levers on the engine are so 
arranged that they can be operated by the engineer if desired. 

The producer plant and engine are finished in black enamel 
with trimmings of polished brass, the whole outfit lending 
itself nicely to the handsome finish of the boat. 


The annual meeting of the Institution of Naval Architects 
will be held March 31, April 1 and 2, in the hall of the Society 
of Arts, John street, Adelphi, London, W. C. The Right 
Honorable Earl Cawdor, president of the Institution, will 
preside over the meetings. The programme includes the usual 
varied subjects of interest covering both naval architecture 
and marine engineering, and the convention promises to be 
one of much interest. 


Marcu, 1609. 


THE ITALIAN BATTLESHIP ROMA. 


BY DAGNINO ATTILIO. 


The dock trials of the last of the 12,500-ton Italian battle- 
ships of the Vittorio Emanuele class have recently been com- 
pleted. This ship is the Roma, which was launched April 21, 
1907. The other battleships of the class, which are already in 
commission, are the Vittorio Emanuele, Napoli and Regina 
Elena. The principal dimensions of the Roma are as follows: 


ILemedn OWer alll, ccccccccccccccnccs 
Length between perpendiculars..... 
Beam y OXbREIM Okt soem e here were eters 
Drain, MeAM, HHA, occoocconacooc0 ve. 
Displacement athia See se ene 


474 feet 6 inches. 
435 feet. 

73 feet 6 inches. 

25 feet 9 inches. 
12,625 tons. 


atinchinomawicl oh Gare 6,000 tons. 
Coal supply, mommail, ooocccvccccces 1,000 tons. 
Coal supply, maximum............. 2,000 tons. 


10,000 miles. 
214 knots. 


Steaming radius at 10 knots........ 
Estimated speed on trial........... 


The hull is of steel throughout, and the stem and stern 
posts and propeller brackets are of cast steel. The armor, 
which is face-hardened, is distributed as follows: A 10-inch 
waterline belt extending the length of the machinery space, 


International Marine Engineering 


113 


guns; four mounted in barbettes, two at the bow and two at 
the stern, the remaining four being distributed in command- 
ing positions at the sides. There are also twelve 17£-inch 
rapid-fire guns, four canister guns and two 3-inch landing 
pieces. The total weight of the bow or stern fire is 2,554 
pounds, while the total weight of the broadside fire per 
minute is 3,042 pounds. 

It is noteworthy that the 6-inch guns usually employed for 
the secondary battery on Italian battleships are absent in the 
Roma. It is claimed by Mr. Cuniberti that, since the 6-inch 
guns can penetrate only 3 inches of modern armor at a range 
of 3,0co yards, this gun is ineffective against highly-armored 
vessels at probable battle ranges, while for the chief work 
for which they would be used—that is, driving off torpedo 
boats and small craft—the 3-inch guns are almost equally 
effective. 

The Roma is propelled by two sets of triple-expansion 
engines, designed to develop 20,000 indicated horsepower, 
giving the ship a speed of 21.5 knots. Steam is supplied by 
fourteen Babcock & Wilcox watertube boilers. With a bunker 
capacity of 2,000 tons of coal the estimated steaming radius 
at cruising speed is 10,000 miles. Electricity is used through- 
out the vessel for lighting, steerage, hoisting ammunition and 
operating the turrets. 


ITAUNCH OF THE ROMA AT SPEZIA, ITALY. 


tapering to 4 inches at the ends; a central redoubt of 8-inch 
armor and a 3%-inch protective deck, worked in for- 
ward. The large turrets have 10-inch armor and the smaller 
turrets 6-inch armor. 

The armament consists of two Armstrong 12-inch, 40-caliber, 
51-ton guns, mounted on the centerline of the ship, one for- 
ward and one aft. Each gun has an arc of fire of 300 degrees, 
and fires a charge of powder weighing 450 pounds and a pro- 
jectile weighing 850 pounds, capable of perforating 13 inches 
of Krupp armor at a distance of 2,000 yards. The rest of the 
main battery consists of twelve 8-inch Armstrong 45-caliber, 
194-ton guns, mounted in pairs in turrets amidships. These 
guns fire a projectile weighing 230 pounds, and are capable 
of perforating 7 inches of Krupp armor at a distance of 8,860 
feet. 

The secondary battery consists of eight 3'%-inch, 4o-caliber 


A New Transatlantic Record. 


On Feb. 11 the Cunard steamship Mauretania arrived off 
Sandy Hook, having made the run from Daunts Rock, Queens- 
town, 2,890 miles, in 4 days 17 hours 50 minutes. This is 1 
hour 46 minutes less than the best previous record made by 
the Lusitania. On the second day out the Mauretania logged 
671 miles, making an average speed of 26.84 knots. The 
average hourly speed for the entire voyage was 25.55 knots. 
This record, made as it was during the winter months, when 
the weather conditions were not all that could be desired, 
seems to indicate that during the coming summer this ship 
will be able to average a much higher speed than was possible 
last year. The changes made in her wing propellers have 
greatly reduced the vibration of the hull, besides adding to the 
speed. 


114 


Swiss Steam Turbinesjfor Ship Propulsion and Lighting 


BY FRANK C. PERKINS. 


It is unnecessary, at this time, to go fully into the question 
of steam turbines for ship propulsion or for electric lighting 
on shipboard; but it may be of interest to consider the design 
and construction of a Swiss steam turbine as applied to 
marine service, for driving a modern steamer, as well as for 
operating the electric light and power plant required on such 


International Marine Engineering 


Marcu, 1900. 


aboardship. It is held that for economy, regulation and re- 
liable service, the steam turbine-driven ship lighting set is 
ideal. These plants are fitted on the steamers Bliimlisalp and 
Rhein, and equipped with engines and boilers by Escher, Wyss 
& Co. The lighting plant consists of a 10-horsepower com- 
pound wound direct-current dynamo supplying current at 110 
volts pressure for lighting and power service, directly coupled 
to a steam turbine. This set operates 90 incandescent lamps 
on each steamer, as well as two arc lights, and is located just 


A GERMAN-BUILT STEAMER EQUIPPED WITH ZOELLY STEAM TURBINES FOR PROPULSION. 


a vessel. The steam turbine is best applied to steamship pro- 
puision when propeller wheels are used and the boats are 
operated at high speed almost continuously; while for side- 
wheel river and lake steamers, as indicated by the Bliimlisalp 
and Rhein,* the reciprocating engine has been used exclusively 
up to the present time. 

One illustration shows the Zoelly steam turbine in the shops 
of the hydraulic turbine builders, Escher, Wyss & Co., Zurich, 
Switzerland, as completed and ready for installation in. the 
mail steamer D. S. S. 392, shown in another illustration, and 
built at the Howaldt shipyard, at Kiel, Germany. ‘The total 


forward of the inclined reciprocating propelling engines, as 
shown in the lower plan on page 443, November, 1907. 

In order to operate reciprocating engines at their highest 
economy, and also to get the best results from steam turbines, 
‘either for propulsion or for electric lighting service, the steam 
supplied must be superheated to a considerable degree. The 


» steam turbine can be supplied with superheated steam at much 


higher temperatures than reciprocating engines, as with the 
latter difficulties arise in the matter of lubrication, which are 
not encountered with the former. In the present case the two 
boilers are of the Schmidt-Escher-Wyss design, fitted with 


| “ 
ZOELLY STEAM TURBINE AND DIRECT-CURRENT GENERATOR FOR LIGHTING ABOARD SHIP. 


capacity of this turbine is 1,000 horsepower, and it is held that 
on account of the strong construction of the blades and wheels, 
and the absence of clearances, in the Zoelly steam turbine, it 
promises to do better than reaction turbines in the realization 
of a rational marine turbine. 

The drawing shows one of the Zoelly steam turbines di- 
rectly coupled to a direct-current generator for lighting 


* International Marine Engineering, November, 1907, page 442. 


superheaters, and operated at a pressure of 147 pounds per 
square inch. The direct heating surface measures 1,280 square 
feet; the superheating surface, 305 square feet; and the grate 
area, 31 square feet. Each boiler has a steam space of 88 cubie 
feet, 154 heating tubes 3 inches in diameter, and sixty super- 
heating tubes 1.1 inches in otitside diameter. The superheating 
tubes are placed within a flue contained in the boiler, and 
forming, in itself, a part of the water-heating surface. There 
are two Morison suspension furnaces, 31% inches in diameter. 


MarcH, 1909. 


International Marine Engineering 115 


ZOELLY MARINE STEAM TURBINE OF 1,000 HORSEPOWER IN THE SHOPS OF THE BUILDERS AT ZURICH. 


THE LAUNCH OF THE DELAWARE. 


The second American Dreadnought was launched from the 
yards of the Newport News Shipbuilding & Dry Dock Com- 
pany on Feb. 6. She was christened the Delaware by Miss 
Anne Penneéwill Cahall, of Bridgeville, Del. The Delaware is 
a sister ship of the North Dakota, launched on Noy. 10, 1908, 
in the yards of the Fore River Shipbuilding Company, Quincy, 
Mass. Each vessel has a displacement of 20,000 tons, and is 
designed for a speed of 21 knots. In the Delaware propul- 
sion will be by means of two four-cylinder, triple-expansion, 
direct-acting, reciprocating engines, designed for an indicated 
horsepower of 25,c00, while in the North Dakota, Curtis tur- 
bines of the same total horsepower are being installed. Bab- 
cock & Wilcox watertube boilers are used in both vessels. 

The Delaware is 519 feet long over all, with a beam of 85 
feet 25% inches and a draft at a displacement of 20,000 tons 
of 26 feet ro inches. Her armament consists of ten 12-inch 
breech-loading rifles, mounted in pairs in revolving turrets on 
the centerline of the ship, in such a manner that all of the 
12-inch guns can be fired on either broadside, four of them 
ahead and four of them astern. The secondary battery com- 
prises fourteen 5-inch rapid-firing guns for repelling torpedo- 
boat attack. These guns are mounted partly amidships and 
partly at the bow and stern on the gun deck. There are also 
four 3-pounder rapid-firing guns, four 1-pounder semi-auto- 
matic guns, two 3-inch field pieces, two machine guns of .30 
caliber, and two 21-inch submerged torpedo tubes. 

The ship is heavily armored, a waterline belt 8 feet wide 
extending the entire length of the ship. This belt is 11 inches 
thick amidships, tapering to 4 inches bow and stern. It ex- 
tends 6 feet 9 inches below the full-load waterline. The side 
armor is to inches thick, which is reduced to 5 inches at the 
main deck. The 12-inch turrets are protected by 12-inch and 
8-inch armor. 


The contract for the Delaware was awarded to the Newport 
News Shipbuilding & Dry Dock Company on Aug. 6, 1907, and 
the keel was laid Noy. 11, 1907. The contract price for the 
hull and machinery was $3,987,000 (£820,000). 


LAUNCH OF THE U. S. BATTLESHIP DELAWARE. - 


116 


International Marine Engineering 


Marcu, 1900. 


Published Monthly at 
17 Battery Place New York 


By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E, J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Boston, 170 Summer St., S. I. CARPENTER. 


Branch 
Offices 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 

: 3 Patent Office. : 
Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 
no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 


ts to be submitted, copy must be in our hands not later than the 1oth of 
the month. 


. 


A Successful Cruise. 


For years large fleets of merchant vessels have been 
steaming regularly month after month back and forth 
on long ocean voyages, arriving and departing on 
schedule time, and encountering every condition of 
wind and sea without serious mishaps or accidents to 
the propelling machinery or auxiliary apparatus. This 
reliability has been accepted without comment; but 
when it was proposed to send a fleet of sixteen Ameri- 
can battleships on a year’s cruise, first to the Pacific 
Ocean and finally completely around the world, doubts 
were freely expressed of the ability of the warships to 
successfully withstand such a test. The successful 
completion of this cruise is a splendid refutation of the 
many criticisms which have been made regarding the 
quality and reliability of naval machinery. The ships 
have been at sea fourteen months, and during that time 
have covered a distance of 42,000 miles without a seri- 
ous mishap or accident of any kind. Furthermore, at 
the end of the cruise four of the largest and most re- 
cently built ships are able to report no repairs neces- 
sary. Such a record as this’is greatly to the credit of 
the designers and builders of the vessels and the men 
who have had charge of the operation of the machinery 
en route. Not only have all the officers and men 
greatly improved in efficiency, as evidenced by the high 


records achieved at target practice and in the carrying 
out of battle maneuvers and in the successful naviga- 
tion of the ships through difficult places under all con- 
ditions of weather, but also the records from the stoke- 
holds and engine rooms show that much has been ac- 
complished in the way of increased economy in coal 
consumption. 

Undoubtedly the greatest defect brought out by the 
cruise is the lack of colliers. A sufficient number of 
vessels of this type capable of maintaining the requisite 
speed is absolutely essential to ensure the mobility of 
the fleet in time of war. 


The Motor=Boat Show. 

The fifth annual national motor boat show was held 
at Madison Square Garden, New York City, from 
February 15 to the 23d, under the auspices of the Na- 
tional Association of Engine and Boat Manufacturers. 
The display this year, both in size and excellence, 
ereatly surpassed all similar exhibitions which have 
previously been held, and bore ample testimony to the 
size and importance which this branch of marine engi- 
neering has assumed. Interest in the exhibition was 
manifested not only by sportsmen and yachtsmen, but 
also by that rapidly. growing class of men who find use 
for small power craft in commercial pursuits. In the 
early days of motor boating the question of the com- 
plete design for a boat was not as carefully considered 
as it is to-day, and the results, both as to appearance 
and performance of the boat, frequently left much to 
be desired. The present-day motor boat, however, 
particularly if it-is of large size or built for speed, is 
the result of careful designs by a competent naval archi- 
tect, who designs not only the shape of thé hull and 
the interior arrangement, but also designs the power 
plant for the boat. The result of this has been not only 
the gradual sifting out of the hundreds of nondescript 
designs and the substitution of recognized types, but 
also the development of different types of engines es- 
pecially suited for different purposes. This change is 
doing much to insure the reliability and success of mo- 
tor boats, and as soon as the benefits of a harmoniously 
designed boat are more fully recognized much greater 
progress can be looked for. 


A Gas=Propelled Motor Boat. 


This month we are able to publish in detail a descrip- 
tion of the 40-foot gas-propelled motor boat which has 
just been brought out by the publisher of this journal 
for experimental purposes. Ever since the first at- 
tempts were made to use producer gas for the propul- 
sion of ships widespread interest has been aroused in 
this form of motive power; but as this has taken the 
form of speculation rather than of investigation, only 
meager data covering the performance of such in- 
stallations has been available. It is with a view of ob- 
taining such data that the Marenging has been built, 


Marcu, 1909. 


International Marine Engineering 


ny) 


and as soon as practicable an exhaustive series of tests 
will be made on the boat to determine the reliability and 
economy of a modern marine producer-gas plant. The 
results of these tests will be published from time to 
time during the coming months, so that our readers 
will have an opportunity to judge as fairly as may be 
from the performance of such a small plant the feasibil- 
ity of using producer gas for marine work. These 
tests, together with those which will be made on the 
auxiliary yacht Carnegie, which is to be equipped with 
a 150-horsepower gas-producer plant, will at least fur- 
nish a chance for comparison with other fuels, which 
will be of value both to manufacturers and ship- 
Owners. 

One result which might be looked for if these early 
installations prove successful in every way is the de- 
velopment of auxiliary sailing vessels as cargo carriers 
to compete with tramp steamers. Vessels of the large 
schooner type are the most economical cargo carriers 
afloat; but at present they lack means of assuring 
definite time of arrival at a port of destination, and, 
due to their inability to overcome the handicap of ad- 
verse weather conditions, are able to show an average 
speed of not much more than four or five knots, as 
against eight or nine knots for the tramp steamer. The 
remarkable records for fast sailing which have been 
made by cargo schooners under favorable conditions 
lead us to believe that, if some economical form of 
auxiliary power, such as a producer gas plant, could be 
installed, the average speed of such ships could easily 
be brought up to a point which would enable them to 
successfully compete with tramp steamers. 


Revision of the United States Laws Relating to the 
Safety of Life at Sea. 

Last May President Roosevelt appointed a commis- 
sion, consisting of Capt. Adolph Marix, chairman of 
the Lighthouse Board; Charles Earl, solicitor of the 
Department of Commerce and Labor; Eugene T. 
Chamberlain, Commissioner of Navigation; George 
Uhler, Supervising Inspector-General of the Steamboat 
Inspection Service, and Commander William Strother 
Smith, of the United States Navy, to make a careful 
investigation of the laws of the United States enacted 
for the better security of life at sea, with a view to their 
better adaptation to present needs. After careful in- 
quiry, this commission has made its report in the form 
of a bill into which are incorporated the present laws, 
carefully revised as seemed necessary to the commis- 
sion, and such new matter as seemed desirable in view 
of present needs. The bill is very long and is divided 
into six articles, dealing respectively with the marine- 
inspection service, the inspection of vessels and machin- 
ery, life-saving and fire-fighting equipment, the officers 
and crew, transportation of passengers and merchan- 
dise and the enforcement of the act. The provisions 


of this bill deserve careful consideration by every one 
whose interests are affected in any way by it, for some 
of its recommendations seem unnecessarily severe, 
such, for instance, as that requiring every motor boat, 
under penalty of $1,000, to have at least one substantial 
life-boat aboard. In an endeavor to make the inspec- 
tion service as efficient as possible, the commission has 
recommended increasing the salaries of the supervis- 
ing inspectors and local inspectors in order to assure 
the best class of men for the work and the best service. 
To relieve the inspectors of a great deal of work out- 
side of the regular inspections of vessels, eight examin- 
ing boards are to be created for the purpose of examin- 
ing and licensing officers of the merchant marine and 
to try cases of misconduct. Under the present system 
such cases are first investigated and then the trials con- 
ducted by the same officials. This recommendation 
would be good if the number of boards provided were 
adequate, but it seems very doubtful if eight such 
boards could accomplish the work. 

It is proposed to make more vessels subject to in- 
spection than at present, not only to insure their being 
properly inspected and equipped, but also that they 
may have on board regularly licensed officers. All 
steam vessels and all motor boats carrying passengers 
for hire are to be subject to inspection. Also all steam 
and motor vessels of more than 35 feet between per- 
pendiculars. It was considered advisable to make the 
measurements by length rather than by tonnage, as 
this is a simpler and just as satisfactory method. In- 
stead of limiting the inspection of sail vessels to 700 
gross tons or over, all sail vessels of 300 gross tons or 
over and all sail vessels of 50 gross tons or over, carry- 
ing passengers for hire, are to be included. 

Apparently no discrimination is made between an 
ocean-going steamship and a small motor boat in the 
provision requiring that all steam and motor vessels 
carrying passengers for hire and engaged in a service 
which may at any time take them more than forty miles 
offshore shall be equipped with an efficient wireless 
telegraph apparatus, and shall carry a competent opera- 
tor for the same. 

Coming to the personnel on board of vessels, it is 
difficult to interfere with routine matter on board ship; 
and, furthermore, the usage in all merchant marines 
is such that it protects those serving on board from 
overwork, except in cases of emergency. There are 
some specific cases where complaints have been laid 
before the commission, which have received their at- 
tention, not only in justice to those whom it affects, 
but also for the safety of the passengers and the ves- 
sels. It is stipulated in the report that it will be unlaw- 
ful for the master of a seagoing vessel to permit an 
officer to take charge of the deck watch, immediately 
after leaving port, who has not had at least four hours 
off duty before taking such watch. 


118 


International Marine Engineering 


Marcu, 1909. 


= 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 


Tons. Knots. Jans d. Heb: 1. 


S. Carolina.. 16,000 18% Wm. Cramp & Sons.......... 75.1 78.9 
Michigan ... 16,000 18% New York Shipbuilding Co.. 85.1 89.7 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 59.0 64.1 
North Dakota 20,000 21 Tore River Shipbuilding Co... 67.4 70.6 
Florida .... 20,000 2034. Navy Yard, New York...... 0.0 8.83 
Utah ....... 20,000 2034 New Yoik Shipbuilding Co.. 0.0 3.1 
TORPEDO-BOAT DESTROYERS. 
SmithWeresee 700 28 Wm. Cramp & Sons......... 62.8 65.2 
Lamson .... 700 28 Wm. Cramp & Sons...... . 61.8 63.8 
Preston 700 28 New York Shipbuilding Co... 57.9 59.3 
Busse iieerrise 700 28 Bathykron! Works cies cee 50.0 55.3 
Reid Bereeeecr 700 28 IBEKIN Ibeora WOKS 500¢0000000 48.5 54.6 
Paulding ... VED XDA ¥en Aliworn WWOM'Sa 66500000000 3.0 Sal 
Drayton .... (42) 2932 “Bath Tron’ Works... cesses 3.0 Bey) 
ROG a 742 2914 Newp’t News Shipbuilding Co. 4.6 10.2 
ARSIR? oodooC 742 2914 Newp’t News Shipbuilding Co. 4.8 9.5 
Perkins .... 742 29%4 Fore River Shipbuilding Co.. 3.8 6.7 
Sterrett ....: 742 291%4 Fore River Shipbuilding Co.. 3.8 6.7 
McCallie. 742 29%% New York Shipbuilding Co... 3.4 5.8 
Burrows eee 742 29% New York Shipbuilding Co... 3.3 5.8 
Warrington... 742 2934 Wm. Cramp & Sons..2...... 0.0 6.2 
Mayrant .... 742, 297% Wm. Cramp & Sons......... 0.0 6.5 
SUBMARINE TORPEDO BOATS. 
Stingray .... Fore River Shipbuilding Co.. 68.0 69.9 
Tarpon .. Fore River Shipbuilding Co.. 66.9 71.0 
Bonita 3 Fore kiver Shipbuilding Co.. 63.0 68.4 
Snapper .... Fore River Shipbuilding Co.. 62.3 65.6 
Narwhal Fore River Shipbuilding Co.. 58.7 70.0 
Grayling ... Fore River Shipbuilding Co.. 57.4 64.7 
Salmon Fore River Shipbuilding Co.. 54.9 61.3 


ENGINEERING SPECIALTIES. 


A Turbine Planing Machine. 


The machine consists of two beds, 36 feet 9 inches long, with 
sliding saddles and cross arm, the beds being supported by 
legs mounted on a heavy girder baseplate, 20 feet wide, 12 
inches deep, and extending the entire length of the machine. 
The beds are of heavy section and the distance between them 
is 14 feet 2 inches, enabling the tool to plane across the top 
of work 14 feet wide and down the sides of work 12 feet wide, 
and to receive work under the tools 7 feet deep and 30 feet 
long. 

The cross arm is driven backwards and forwards by pulleys 
through bevel gears, and two steel screws in the beds of 4 


inches diameter, giving a cutting stroke of 35 feet per minute 
in either direction. On the cross arm are mounted two tool 
slides carrying the tool rams, which can be swivelled to any 
angle and have a down-feed of 30 inches in all positions. 
The reversing mechanism to the cross arm is quite inde- 
pendent of the feed arrangement, and the feed is only put on 
when the feed levers on the saddle come in contact with the 
stops, enabling the machine to be stopped or started by hand, 


in either direction, without putting on the feed. This revers- 
ing mechanism is operated from a platform placed at the 
back of the cross arm by a lever having a sector on the lower 
portion of it, which gears with a pinion on the square re- 
versing shaft. On the end of this square shaft is another 
pinion, which gears with a sector and lever connected to a 
plate, which has scroll slots cut in it to receive rollers on the 
belt forks. There are two belts for driving the machine 
when on the cutting stroke, and two for the return stroke, to 
obviate the use of wide belts, which are not easily moved from 
one pulley to the other. The base plate is built up in sections, 
tongued and grooved, and securely fastened together by bolts, 
the top being planed true and having T-slots cut out of the 
solid. Along the side of the bed is a rail, which carries the 
feed and reversing stops and sliding bearings for the square 
feed and reversing shafts. These bearings are pushed along 
the rail by the saddle, and are so arranged that the shafts are 
always supported about half-way when the saddles are at the 
ends of the beds. The feed is operated by stops secured to the 
rail along the side of the bed, which, coming in contact with 
the feed levers, bring the clutch on the square shaft into gear, 
causing the feed disc to revolve, and through the feed levers 
move the feed pawl either forward or backwards, according 
to the direction in which the cross arm is traveling. This feed 
mechanism is-so arranged that the feed can either be put on 
at the cutting end of the streke or at the return end, or at 
both ends. The feed is varied by means of a plate at the side 
of the feed gear and a catch piece fixed to the feed pawl. To 
obtain the maximum feed, the plate is turned by means of a 
thumb wheel and pinion to such position that the recessed 
part of the plate occupies the arc made by the feed pawl, and 
the catch piece is therefore not affected by the plate, as the 
pawl is in gear from the commencement of its stroke. To 
shorten the feed, the plate is placed in such position that the 
catch piece, which is attached to the feed pawl, rides on the 
top of the feed plate until it comes opposite the recessed por- 
tion, when it allows the pawl to drop into gear and put on the 
feed. The maximum feed is 1 inch and the minimum 1/24 
inch. For broad cutting, which, of course, is done with the 
machine cutting in one direction only, any feed up to 2 inches 
can be obtained. 

The total weight of the machine is 75 tons, and it is adapted _ 
for taking heavy cuts, running at high speeds. Geo. Richards 
& Company, Ltd., Broadheath, near Manchester, are the 
manufacturers. 


Towing Machines for Dredging Operations. 


The use of towing machines of smaller sizes is rapidly 
growing in favor among dredging companies and contractors. 
They not only allow towing to continue under weather con- 
ditions that would otherwise be impossible, but they also save 
money in smooth water. The steel hawsers on the towing 
machines cost less, last longer, and do away with practically 
all the labor required for handling manila lines. The small 
machine shown in the illustration is one of several built by 
the American Ship Windlass Company, of Providence, R. L., 
for a progressive American dredging company. This machine 
has cylinders 7 inches by 7 inches, and uses a 7g-inch diameter 
steel hawser. This replaces 7-inch to 9-inch manila lines on 
small tugs. _With the automatic winding device shown no 
after towing bitts are required. The machine is simply 
bolted in their place, and can be installed over night. 

The large machine shown in the illustration is for installa- 
tion on a large dredge now building in Scotland, designed for 
work on the Lagos Bar on the east coast of Africa. The 
dredge has to be equipped with such a device in order to allow 
for the swells and heavy seas that sometimes break over this 
bar. 


) 


Vv 


APRIL, 1900. 


THE EFFECT OF BOSSING UPON RESISTANCE.* 


BY PROFESSOR HERBERT C. SADLER, D.SC. 


In the course of testing some models of twin-screw ships 
with different shaped sterns, the writer had occasion to try the 
effect upon the resistance of placing the bossing at different 
angles, and it was thought that the results might be of interest 
to the members of this institution. 

Before proceeding to discuss the results obtained in these 
experiments, the writer would call attention to the important 
part that some of these appendages might play in connection 
with the resistance of a modern vessel. Most of the passenger 
vessels of to-day are fitted with bilge keels, and nearly all 
with two; if not, in the case of turbine-driven vessels, three 
or four lines of shafting. The stream line flow around a 
vessel is still somewhat of an unknown quantity, although 


* Read before the Institution of Engineers and Shipbuilders, Feb- 
ruary, 1909. 


No.| HORIZONTAL 


No.l] 45~ 


International Marine Engineering 


137 


in a valuable paper by Naval Constructor D. W. Taylor, 
United States navy, the probable path of the water has been 
indicated for a number of different types. A casual glance at 
these lines will show how easy it-is to place an appendage in 
a most disadvantageous position, so far as resistance is con- 
cerned; in fact, the resistance might easily be increased 20 
percent by improper design. 

The following experiments, although applying directly only 
to the form tested, nevertheless indicate in a general way the 
course to be followed in placing the bossing for a twin-screw 
ship. 

The following are the particulars of the model used: 
Length, 10 feet; breadth, 1 foot 3 inches; draft, 6 inches and 
7 inches. 


Draft. Block Coeff. Pris. Coeff. Mid. Sect. Coeff. 
6 inches. 635 663 .958 
7 inches 653 .677 .964 


The model was first run “naked” at the above drafts, repre- 
senting the medium and deep-load drafts in the actual vessel. 
The bossing was afterwards added. to the same model. The 
two types of bossing tried are shown in Fig. 1, and represent 
practically the two extreme cases, viz.: one with the ap- 
pendage horizontal and the other inclined at an angle of 45 
degrees to the vertical. The form of the bossing is that in 
common use, the top being kept as straight as possible, while 
most of the curvature is on the underside; an arrangement 
which gives a more simple construction in connection with the 
plating than that where both the top and bottom have the 
same form. 

The tests with the bossing were made at the same dis- 


7 Society of Naval Architects and Marine Engineers, New York, 1907. 


& RESISTANCE LBS, © 


_ 


1,0 


x 


1.0 


138 


International Marine Engineering 


APRIL, 1900. 


placement as that corresponding to the 6-inch and 7-inch 
drafts of the naked hull. This method was adopted in prefer- 
ence to that of equal drafts, as giving a more direct com- 
parison. The difference in draft, due to the displacement in 
the bossing, is not great, as the additional displacement is only 
84 percent for No. J. and .88 percent for No. II. bossing, 
Fig. 1. The net addition to the wetted surface is about 3 
percent for the horizontal type, and about 3% percent for the 
inclined type. The curves for total resistance are shown in 
Fig. 2, plotted to a speed-length ratio-base, and give the re- 
sults for both the medium and deep drafts. 

Observation of these curves shows that at all practical 
speeds for this form the horizontal type of bossing is greatly 
inferior to the inclined type. Notwithstanding the fact that 


responding increase is from Io to II percent. 


referring to Fig. 3. 


tion in each case having been deducted. 


vided by the square root of the length in feet. 


apply to any ship of which the model is a type. 


THE ROYAL MAIL STEAMSHIP “ARAGUAYA.” 


BY FRANK C. PERKINS. 


The Royal Mail Steam Packet Company’s steamship 
Araguaya, of 10,500 tons gross, was constructed at the Belfast 
shipyard of Workman, Clark & Company, Ltd., to Lloyd’s 
highest requirements for first class passenger steamers. She 
is a steel twin-screw steamer, 515 feet long with 61 feet beam 
and a depth of 34 feet. The poop is 42 feet long, the bridge 
274 feet and the forecastle 89 feet. 

The propelling machinery consists of two quadruple ex- 


the latter gives an increased wetted surface between the limits / ; 
of speed-length ratio of from .7 to .85, the increase in total mai Ay 
resistance over that of the “naked” hull only varies from 3 to 1 
a little over 4 percent, while for the horizontal type the cor- ] ip Ke 
ai 
The effect of the two systems is, however, better seen by TT I /10 13 
In this case the residuary resistance is HES | 
shown for the two displacements, the corrected surface fric- / i aes 
a fim 2 
5 5 p ‘i |G 
Instead of actual residuary resistance, the resistance per ' 8} 
ton of displacement is plotted, and instead of speed the _f off & tof 
abscisse represent speed-length ratio, or speed in knots, di- / / a 8 
. . 7 a 
Mention is | JET 5 2 
. . 1 a 
made of this method of plotting because the curves so ob- | a) i 6| z 
tained are independent of size or density of water, and will WEA ge 
} —/|} : 8 & 
This has been f’ 4. / a F 
adopted as the standard method of plotting residuary re- of 4. ] / rar 
sistance, both at the University of Michigan and at the United Or Ji_Nit_f Sle 
j oT E 
Sis 5 7 J 62 
SH oy _/ 3| 3 
| ae \ Z _ We z 
se Ff 53 
| eS of! 2 2} 2 
JE YA i 
~ SSS = = SF / 4 
u = es -- —— ee wu 1 
eS OZ 3 


BASE FOR DEEP DRAFT 0) 


2 
Tn 1 
——* iL 
BASE FOR MEDIUM DRAFT _ 0 
3 4 ol) 6 — 7 8 of) 1.0 
FIG. 3. 


States government tank at Washington, and is the simplest 
form for direct application to practical problems. 

Within the limits of speed-length ratios before mentioned, 
the inclined system of bossing for the two displacements in- 
creases the residuary resistance by a very small amount, which 
at some speeds is negligible, while in the horizontal type the 
increase averages from between 30 and 35 percent. 

Comparing the ¢urve of residuary resistance for No. II., or 
the inclined bossing with that of the “naked” hull, it is 
obvious that the stream line flow cannot have been materially 
changed in the two cases. This! conclusion, to a certain extent, 
bears out Taylor’s stream lines, and if the buttock lines of 
No. I. be compared with those of No. II., and also with the 
“naked” hull, the result is, perhaps, only what might have 
been expected. 

The above experiments give, however, quantitative results 
for purposes of comparison, and emphasize the importance of 
attention to such details in design. Attention may also be 
called to the fact that a number of fast Atlantic liners have 
been fitted with horizontal bossing. 


pansion engines, with a stroke of 40 inches, and cylinders 
measuring 27, 38, 54 and 761% inches in diameter. The main 
condensers are placed on the outside of the engines, and are 
attached to the back of the columns by brackets. The steam is 
condensed outside the tubes, the circulating water passing 
through them. There are large centrifugal pumps, capable of 
supplying the condensers with water to maintain the necessary 
vacuum even when the engines are running at full speed in 
the tropics with the sea water at 85 degrees F. 

The crank, tunnel and propeller shafting is of steel, 
considerably increased in diameter beyond the Board of 
Trade requirements. The propellers are of bronze, each pro- 
peller having three adjustable blades, and constructed to turn 
outboard when driving the vessel ahead. 

Steam is supplied by six boilers of the cylindrical multi- 
tubular type, all built of steel, and designed to carry a working 
pressure of 215 pounds per square inch, and so arranged as to 
be stoked from two holds. The boilers are fitted with forced 
draft on Howden’s open-stokehold system, the air being sup- 
plied by two large fans, placed in recesses in the after stoke- 


APRIL, 1909. 


International Marine Engineering 


THE ROYAL MAIL STEAMSHIP ARAGUAYA. 


hold. Each stokehold is also provided with See’s ash ejectors, 
with subsidiary ash hoists in addition. 

The Araguaya is constructed with a cellular double bottom, 
and, including the cargo holds, there are over thirty water- 
tight compartments, so that with the invariable excellent dis- 
cipline maintained by the Royal Steam Packet Company’s 
commanders, she is as safe at sea as when in dock, and is 
practically unsinkable. Several of the main holds are insulated 
and fitted for the reception of meat cargoes, and the pas- 


sengers’ supplies are also stored in insulated chambers. 


There has been provided complete ventilation by currents 
of pure air, forced throughout the ship by twenty-two large 
fans working at equal pressure, with a separate exhaust to 
eliminate the impurities. Other include an 
electrically-operated fog syren, responding to the pressure of 
a button on the bridge; electric means for setting twenty-six 
clocks at each noon by instantaneous signal from the chart 
room, and hydraulic noiseless cranes to load and discharge 


novel features 


cargo, saving the passengers from the irritating whirr of noisy 
steam winches. 


l MAIN SALOON OF THE ARAGUAYA. 


140 


International Marine Engineering 


APRIL, 1909. 


THE TORPEDO-BOAT DESTROYER “MOHAWK.” 


BY E, OMMELANGE. 


The turbine-driven destroyer Mohawk is one of the most suc- 
cessful of the 33-knot ocean-going destroyers now in the ser- 
vice of the British navy. She is 270 feet long, with a beam of 
25 feet. The’propellers are supported on brackets, the central 
propeller, driven by the high-pressure turbine, being at a lower 
level, and 5 or 6 feet abaft the side propellers. The latter 
are attached to the shafts, on which are mounted a cruising 
and a low-pressure ahead turbine and an astern turbine. 

The vessel is constructed with very fine lines forward, and, 
as in the “River” type, there is a high forecastle with a bridge, 
which commands a splendid view, not only of the horizon, but 
of the complete deck. Even at full speed and with the wind 
at full force, sending spray from the crest of every wave, no 
water found its way on to the forecastle from the beginning 


section, like the staves in a section of a barrel, and the con- 
tinuation of the line of curvature of each tube, passing through 
the top drum in line with the end manhole, allows each tube 
to be inserted or withdrawn through this manhole, so that it is 
possible to withdraw any tube without disturbing the remain- 
ing tubes, and as every tube has the same curvature they can 
be readily cleaned internally by a tube brush having a rigid 
handle curved to the same radius. Large down-take tubes are 
fitted. Ordinary manhole doors are arranged on all drums. 
As the inclination of the generating tubes is considerable, and 
usually varies between 40 and 60 degrees, the circulation is 
definite and rapid, keeping the tubes free-from deposit. No 
special water baffles or separator plates are found necessary, 
the usual internal steampipe being sufficient to give dry steam. 
Patent baffles are so fitted as to divide the uptake into two 
or more parts, in such a manner that the gases are drawn 
equally over the whole tube surface and at right angles to it, 


THE MOHAWK AT FULL SPEED. 


to the end of the trial trip, but the spindrift frequently washed 
over the waist of the ship. The hull is constructed entirely of 
high-tensile plates and angles, the tensile strength being from 
37 to 40 tons per square inch; the rivets are of the same 
steel. 

The armament of the ship includes three 12-pounder quick- 
firing guns, two of them mounted forward and one of them 
aft, with two revolving tubes on deck for firing 18-inch 
torpedoes. 

The propelling machinery, which is the most important fea- 
ture of the ship, consists of Parsons steam turbines, supplied 
with steam from White-Forster watertube boilers, burning 
oil fuel on the Admiralty system. There are three main 
boiler rooms, each containing two boilers, all arranged on the 
center line of the ship. The foremost boiler and that next to 
the engine room have independent uptakes, while the other 
four are in pairs, each pair being divided by a center line 
bulkhead, but connecting with one funnel. The radius of 
curvature of each tube between one of the lower water drums 
and the upper steam and water drum is the same, and. the 
curvature is only sufficient to determine the direction of move- 
ment due to expansion, and also to facilitate cleaning and re- 
pairs. The tubes are arranged in position in a transverse 


without offering any resistance or increasing the air pressure. 
Air holes are arranged at the sides and ends for the admission 
of air above the grates. 

The boilers are worked on the closed-stokehold system, with 
forced draft, and on the trial the pressure averaged about 
4 inches. In each stokehold there are a main-feed and 
auxiliary-feed pump, two fan-engines, and the pumps re- 
quired in connection with the oil fuel. The oil-fuel tanks are 
at the ends of the ship. 

The machinery includes seven turbines: a high-pressure 
cruising and intermediate cruising, a high-pressure main and 
two low-pressure main turbines—all for going ahead, with two 
astern turbines. One cruising, one low-pressure main ahead 
and one astern turbine are mounted on each wing shaft; the 
high-pressure main turbine alone is on the center shaft. It 
will be understood that at low power the sequence of steam 
is through the high-pressure cruising to the intermediate- 
pressure cruising, thence to the high-pressure main, and to the 
low-pressure main turbines. For intermediate speeds, the 
high-pressure cruising turbine is cut out, the steam from the 
boiler entering the intermediate-pressure cruising turbine, 
thence going to the high-pressure main turbine and to the 
low-pressure main turbines. For full speed both cruising 


APRIL, I900. 


International Marine Engineering 141 


ONE CRUISING, ONE LOW-PRESSURE MAIN AHEAD AND ONE ASTERN TURBINE ARE MOUNTED ON EACH WING SHAFT. 


turbines are out of action. This arrangement necessitates a 
considerable number of valves and a duplication of steam 
pipes. There are two main stop valves for the two main 
steam leads from the boiler room, with a cross connection 
between them. There are also connections from these to 
several other valves, mounted on the forward bulkhead in the 
engine room, so that the supply of steam can be passed direct 
from the boiler to any one of the seven turbines in the ship. 
The low-pressure ahead and astern turbines alone are used in 
maneuvering, the central shaft running idle. The starting 
platform is in the center of the engine room, between the low- 
pressure turbines, and all auxiliary engine stop valves for the 
various units in the engine room are workable from this posi- 
tion. In maneuvering the ship the two side wheels are used, 
and these, through shafts and bevel gears, communicate with a 


vertical lever fulcrumed at one end, so that when the valve of 
the ahead low-pressure turbine is opened the valve of the 
astern turbine is closed. 

The arrangement of the engine room is very convenient, the 
various pipe connections to the side turbines being immediately 
over the high-pressure turbine. The condensers are in the 
wings, the circulating pumps being located at the forward end, 
while the dry-air pumps and wet-air pumps are situated on 
each side of the wing shafts aft. 
engine room there is a distiller and an evaporator, and their 
respective auxiliaries are located close by. 

The rotors for the turbines vary in diameter from 31% 
inches, in the case of the high-pressure cruising turbine, to 
444 inches in the high-pressure main turbine, and 66 inches 
in the low-pressure turbine. The blades*range in length 


TURBINES FOR ONE OF THE WING SHAFTS UNDERGOING TESTS AT THE BUILDERS SHOPS. 


At the after end’ of the’”’ 


142 


International Marine Engineering 


APRIL, G09. 


from 34 inch to rr inches; the latter in the low-pressure ahead 
turbine have been fitted separately on the original Parsons 
system. Cast steel has been used for the discs, while forged 
steel was, of course, adopted in the case of the spindles, which 
do not extend through the rotors. In the case of the high- 
pressure turbine the thrust bearing is at the forward end, and 
in the other shafts it is between the cruising and the low- 


The astern turbine, as is usually the case, 
is incorporated in the low-pressure ahead turbine, and the ex- 
haust bend is bui‘t up of steel plates. 
steel, with gunmetal expansion pieces. 
The propeller shafts are of forged steel, being 714 inches in 
The propellers are three in 


pressure turbines. 


The steam pipes are of 


diameter, with a 35¢-inch hole. 


THE PRINCESS CHARLOTTE IN DRY-DOCK. 


number, of Stone’s manganese bronze, each with three blades. 

The performance of the Mohawk, as regards speed, re- 
liability, fuel economy and seaworthiness, was very satisfac- 
tory, and it is said that the vessel established a record in 
speed and in fuel consumption. The conditions of contract 
between the Admiralty and the constructors, Messrs. J. Samuel 
White & Company, of East Cowes, were that the vessel should 
maintain an average speed of 33 knots for six hours, a rate 
which was to be determined by the revolutions required per 
nautical mile from the mean results of six runs over the 
measured mile made at the middle of the trial. The vessel 
ran six times over the measured mile at the Maplin Sands, in 
the Thames Estuary, and her mean speed was then 34.511 
knots, the mean revolutions being 757.3 per minute. On the 
six hours’ run the average speed was, on the basis given, 
34.245 knots. Further, the contract required that the oil-fuel 
consumption should not exceed t pound per square foot of 
heating surface, while the result obtained was only 0.86 
pound, or 14 percent less than specified. The total consump- 
tion for the six hours’ run was 681% tons, and as the vessel 
carries in all 148 tons of oil, she has a radius of action of 435 
nautical miles at this high speed. At the ordinary cruising 
speed of 14 knots, however, she will be able to steam 1,500 
nautical miles. 

All further tests have proved that the Mohawk is well 
suited for active work. As far as the steam generating plant 
is concerned we may add that it may be noted that there was 
an entire absence of smoke, and the steadiness of the oil con- 
sumption and of the steam supply was most marked, all of 


which points to the advantage of oil fuel for high-speed 
work. Another important advantage was the facility with 
which full speed was developed; for on her trial trip, seventeen 
minutes after weighing anchor, the vessel steamed at 34% 
knots over the measured mile. 


THE PRINCESS CHARLOTTE. 


The Princess Charlotte, recently built by the Fairfield Ship- 
building & Engineering Company, Ltd., Glasgow, for the 
Catiadian Pacific Railway Company, is a steel twin-screw 
steamer of the following dimensions: 


enothwoverea || een eee 342 feet. 
Byreachin, WAGE. 5.56 0¢0000000000¢ 42 feet 6 inches. 
Depthatonshelterdeckes nee sneer 26 feet. 

ID rath Bee. secere, ete COCO 13 feet. 

IDI EOSIN o00000000090000900000 2,850 tons. 
Indicated horsepower.............- 5,500 

LSIDECC UN ene ee ans wlclncams Pam e-daGaon o 20 knots. 

TOMAS, GACOSS. scoccccccccccecs ... 3,600 tons. 


The propelling machinery consists of two direct-acting, 
triple-expansion, surface-condensing engines, each having 
four inverted cylinders, with four cranks on the Yarrow- 
Schlick-Tweedy system of balancing. The low-pressure cylin- 
der is at the forward end and next to it is the high pressure. 
Then comes the intermediate cylinder and the second low 
pressure is the aftermost. The cylinders are 24, 40, 43% and 
43% inches in diameter, with a common stroke of 33 inches, 
and are designed to develop about 5,500 indicated horsepower 
when driving the ship at 20 knots speed. The valves of the 


STERN OF THE PRINCESS CHARLOTTE, SHOWING THE ANGULAR BOSSING, 
PROPELLERS AND BALANCED RUDDER. 


high-pressure and intermediate-cylinders are of the piston 
type, the others are flat, and all are operated by the Stephen- 
son double-link motion. 

There is one condenser for each engine, of steel plate with 
solid-drawn brass tubes. The cooling water for condensing 
the exhaust steam is circulated through the condensers by two 
centrifugal pumps, and the condensed steam is withdrawn 
from the condensers by Weir’s patent air pumps. There are 
two Weir’s standard main feed pumps, which draw from the 
surface feed heaters and discharge into the boilers. For dis- 
tilling there is one evaporator, capable of producing 20 tons 
of fresh water per twenty-four hours. 

The propellers have three blades each, of manganese bronze, 
and the bosses are of cast steel. The blades are accurately 
machined and balanced. There is no outboard shafting, the 


APRIL, I909. 


frames of the ship being bossed clear aft to the propeller 
brackets. The propeller brackets are of cast steel, and are 
fitted with zinc protectors to prevent corrosion. 

The steam generating plant consists of six single-ended 
steel boilers of the ordinary multitubular type, each working 
at a pressure of 160 pounds per square inch. They are each 
15 feet 6 inches in diameter and 11 feet long, and are arranged 
in two boiler rooms. All the furnaces are of the Morison 
suspension type, working under Howden’s system of forced 
draft, air being supplied by three large fans, each driven by 
an independent inclosed steam engine. The total grate sur- 
face of all the boilers is 366 square feet, and the total heating 
surface 14,640 square feet, giving a ratio of 4o to I. For 
the quick disposal of ashes, two See's ash ejectors are 
fitted, with which it is only necessary to shovel the ashes 


International Marine Engineering 


143 


provision is made for carrying cargo and cattle. The crew 
and firemen’s quarters are on the orlop deck forward, and 
messing and sleeping accommodation is provided for a large 
number of waiters and cooks on the orlop deck aft. 

The vessel is fitted with a balanced rudder of the builders’ 
own special type, which is worked by a steam tiller controlled 
from the flying bridge. The anchors are worked by a powerful 
steam windlass, while a warping capstan aft enables the vessel 
to be easily handled in harbor. 

The speed trials of the Princess Charlotte took place on 
the Firth of Clyde on the 14th of September. These consisted 
of a progressive trial of four double runs on the measured 
mile at Skelmorlie, and one six-hour run at full speed. Dur- 
ing the six hours at full power, the mean speed obtained was 
20% knots, half of a knot in excess of the guaranteed speed. 


ro — 


~ 


SS 


ONE OF THE NEW FERRY BOATS FOR KIEL HARBOR. 


into a hopper on the stokeho'd floor, and without further 
manual labor they are carried through a tube to the ship’s 
side and discharged overboard. 

The ship is built to Lloyd’s A 1 class for channel service, 
and has five decks, named in the following order: Orlop, 
main, shelter, promenade and shade deck. She is fitted with 
three funnels and two pole masts. Designed for the Canadian 
Pacific Railroad Company’s mail and passenger service be- 
tween the cities of Vancouver and Victoria, provision has 
been made to accommodate a large number of passengers. On 
the promenade deck there is a very broad deck house, occupy- 
ing nearly the full breadth of the deck, and extending from 
the shelter bulkhead forward to .within a few feet of the 
stern. Along. the sides are staterooms for first class pas- 
sengers, and the-space between these cabins is fitted up as an 
extensive sitting room. There is a large coach roof on the 
deck above, which gives this sitting room a lofty and hand- 
some appearance. On the promenade deck aft is the first class 
smoke room, and on the same deck forward is the observation 
room, which has large square windows. Above the promenade 
deck is the shade deck, with officers’ rooms and pilot house 
and the flying bridge. The lifeboats are all stowed on the 
shade deck. Below the promenade deck is the shelter deck, 
and the accommodations here are somewhat similar to those 
on the promenade deck. There are staterooms along the 
sides, and both forward and aft between the staterooms there 
is a general saloon. Below the general saloon aft is the first 
class dining saloon on the main deck, with seating accom- 
modations for 130 passengers. On the main deck forward 


\ 


\ j 


i 4 
FERRY BOATS FOR KIEL HARBOR. 


BY OUR BERLIN CORRESPONDENT. 


Two ferryboats have recently been constructed by the 
Howaldtswerke to provide an adequate communication be- 
tween the city of Kiel and the suburb of Gaarden, situated on 
the opposite bank of the Kiel Strait. These two boats are 
used for a service carried on at intervals of from four to six 
minutes; while a third. one is provided as a reserve. Both 
ends of the boats are symmetrical, but the height of the free 
board at the ends, which is subject to a constant fluctuation, 
due to the landing of passengers and carriages, is controlled 
by bridges resting on flat pontoons with out-balanced valves, 
affording a slightly slanting landing bridge. The boats are 
provided at each end with a rudder and a screw propeller, and 
are designed on the type characteristic of ferry steamers. The 
principal dimensions are as follows: 

LEWIN CHE? GOK. accoccgccso0000s 
Length between perpendiculars..... 
remain Oyer GOK, 6ad'occocaocc0cce 
Breadthwonmwaterlinesaeer erases cre 
Depth from upper edge of keel to 

the side of the deck........... 
Draft, loaded (with double bottom 

andubtunkersmnlled)) meee 


98 feet 5 inches. 
79 feet 34 inch. 
34 feet 5% inches. 
36 feet 61% inches. 


14 feet 534 inches. 


11 feet 6 inches. 


Displacement with above draft..... 442 tons. 
Indicated horsepower..--.....----- 350 
Speed eel rrewtebtectets sievcikrare ie 37013 7.5 knots. 


The safety of passengers is: warranted by all the arrange- 


144 


International Marine Engineering 


APRIL, 1909. 


sh eee 


ments usually adopted, in the case of up-to-date passenger 
steamers, as regards stability, number of watertight bulk- 
heads, height of freeboard, etc. The comparatively large beam 
is a special feature, the width helow the deck decreasing in a 
continual curve, which gradually passes below the water to the 
normal form of the frames. This design ensures a form of 
‘midship frames very favorable for the transverse stability of 
the boat, while giving the required draft and displacement. 
The boats have been built of first-class Siemens-Martin 
steel, and are designed for conveying 600 passengers of 176 


a] 3 


a 
| 


gines are installed on the platform; on the extensions of these 
shafts are mounted wheels for steam and hand operation. The 
steering apparatus is so designed that the rudder, when actu- 
ally out of use, is automatically stopped from the pilot house, 
the position lamps being actuated at the same time. In order 
to protect the stopped rudder a substantial frame, built up by 
the stern post, is provided; this can also be used for ice- 
breaking. 

Oak planking, 10% by 10% inches, lined on the outer edge 
with flat iron, 7/16 inch thick, is fitted around the entire boat, 


1 


odoo00 SSS 


H 
{ 


L 


ER 


ati 


PARTIAL INBOARD PROFILE OF KIEL I'ERRY, SHOWING ARRANGEMENT OF MACHINERY. 


pounds each, or three teams of up to 12 tons each, located be- 
hind one another. They are divided into seven watertight 
compartments by four transverse and two longitudinal bulk- 
heads, which are built watertight as far as the upper deck. 
The two longitudinal bulkheads limit the coal bunkers, which 
are situated at the sides of the engine and boiler rooms. The 
double bottom, consisting of eight watertight compartments, 
with a total capacity of 45 tons water ballast, extends through- 
out three-quarters of the length of the boats, and is intended 
both for storing the boiler feed water and ensuring the 
stability of the boats when empty. Each tank is provided with 
a suction pipe leading towards the main engine as well as with 


and the hull is reinforced at its ends by special bulkheads 
within the range of this planking. 

The propelling machinery comprises a_triple-expansion 
engine, with surface condensers, designed for 350 indicated 
horsepower. The dimensions of the cylinders are: 

High pressure 143% inches. 
Medium pressure 225% inches. 
Low pressure 365% inches. 
Stroke 19 11/16 inches. 

The three cylinders have been tested at water pressures of 
265, 118 and 51 pounds, corresponding to their working pres- 
sures; they are covered with felt about 2 inches thick and ballast 


a, aay 


LOWER DECK PLAN OF KIEL FERRY. 


air and level tubes. All the various parts of the double bot- 
tom are readily accessible through manholes. 

A track, 6 feet 634 inches in clear width for the carriages to 
be transported, extends throughout the length of the boat, and 
is supported by special substantial channel beams supported 
by a double row of I-beam girders. 

The ventilators to the engine and boiler rooms lead through 
the deck houses at the sides of the track; they are connected 
with two 21-inch fans for the engine room and two 25-inch 
fans for the stoke room. Two self-contained steering en- 


steel sheets. An “Edward” pump, coupled to the main engine, 
draws the water from the condenser into the feed-water tank. 
In addition to a circulating pump, there has been provided an 
emptying and a feed pump, actuated from the cross-head of 
the engine. The propeller shaft, 7% inches in diameter, made 
of Siemens-Martin steel, extends throughout the length of the 
boat, and is supported on five bearings, the thickness of the 
thrust-bearing shaft being 25 percent above the limits pre- 
scribed by German Lloyd’s. The piping throughout is of 
copper with soldered bronze flanges. All pipes which have to 


International Mar 


ine Engineering 145 


H 
ft th ee HL es 


A ZA 


LINES OF THE NEW KIEL FERRIES. 


be protected against heat radiation are coated with insulating 
material. The exhaust from all the auxiliaries can be led 
either overboard or into the condenser. 

The dimensions of the two propellers (which are four- 
bladed cast steel) are as follows: 


ID ANIC SEs gd oeaoo aoc nocane.c 8 feet 2% inches. 
IPROSCneal AREAs oo oucoo0cces0000c 30.67 square feet. 
JPN: cate soincodd mono pono S Ommn cS 9 feet 3 inches. 
Si cooacsencomaseser roots .213 


In designing the propellers it was necessary to make pro- 
vision for starting and stopping the boats rapidly. 


a 


| 
Ya | 


6 ae 
3 
1p x 1°Y%o x Ye 


a D ” 
13lfo x 1%6 x eg 


DA) 


4 
” ” 4 2 74: 4 11 
2l{5 x 19%) x 3fg on each frame 


” PEC 
Bp x 154 x %5 


” a o 
1%¢ x 1%6 xe 


grate area of 40 to 1. The working steam pressure is I9QI 
pounds per square inch, and the test pressure 265 pounds. The 
boilers are lined with asbestos felt and a sleeve of zinc-plated 
sheet iron. A “Worthington” pump, with a 41%4-inch steam 
cylinder, a 234-inch water cylinder and a 3 15/16-inch stroke, 
is installed, which can be connected to the double bottom, the 
condenser, the air pump cistern or boilers, while being used 
as well for feeding the boilers and emptying and working 
in connection with washing the deck. 

The electric current for lighting the boats is generated by 
a continuous-current shunt dynamo, at a tension of 100 volts, 


an 
eo 
I Ce 
“a Q ¢ af a " 
\ bea 3% 3-336. | Stringer 23 { x 5/s to 
i VAS = Up? 
y | } ue b2 x 7/32 : 
H = 23 x 23,"y 5 fe 3/5 
aaah poe \ SS Woy ~ 
‘ae SSPE 5 — | a) 
5) ~ \ Angle Bar, Channel Beam || 36 x 836 x /e2 ' Outside Machinery space 714, "x alfa x i We 
1 XX 4°%2 x 31" x Wap, every.second frame as J 
! \\ every second frame | = 5 | 
we \\ | Oak 10} x 104 | 
1 ” ” « ! | 
1 \ u 29/6 x2 | 
1 \ 3 fox. %~ You alb H 
| \ \ rn \ ' 
= \\ a t — 
= \ . = 
| \\ VS. | 
' \\ a | 
Déuble Stringer —_\\ 17?9/s x KS 
5 oo etyp 
5°Ya2|x 352 xn \\e le SWASVASVISIA all SQ 
! ” A 0 | a 
V0 \\\ g 2) — 84x 234 x 5/6 | wD 
! Toa, to Yao \\\ W.T. BH, | Angle Beam 315/g x 234 x She i; 4x “7% fh | ~~ 
\ Ir ” every second frame hy ) 
Uo /” n/N % to Ne J | 
I 3 KG x lhe xh \\ / 0 ] | 
| every fourth frame \ ! 
; AES ‘ Double Angles _, y | 
\ 4 b Apt a a . y, ! 
3s Z ; 9 
: \ O wae 2% ES, 234) Ik» 5/e Fel ay x We x Yoo fy 
\ 
\ fs % % Double Angles y Wy, 1 
4, a y ” 9/” nd 4 
= 3 1Vp x 21% x%2 3a x 2%y x 9/30 y, 
sj to fg O 4 NH A Ap ! 
SS SoS \ VON Da a LPT PRS i> 4 
SS ha. => ee ay Sy ee Hi} G / 1734s ais ee 
| gy MRC E Str Hie yee eo ea oe | 
1 
Sb6dce mesa SoSsooce aso dat os, La = CES ~ ress a SS Sr SS SS Se er rece Se SS Se eet be 
15/5". ofa 5/” VLA nf", Bf 
Aex 2/16 x “hs 6 57 /is X V2 


MIDSHIP SECTION OF KIEL FERRY, SHOWING SCANTLINGS. 


Steam is derived from two cylindrical return tube boilers, 
each 10 feet 71%4 inches in diameter and Io feet 5 inches long. 
Their total heating surface is 1,391 square feet, and their grate 
surface 35 square feet, making a ratio of heating surface to 


operated by a compound engine with cylinders 5% and 9 7/16 
inches in diameter, operating at 350 revolutions per minute. 
Provision has been made in the engine room for installing 4 
fire engine for harbor service. 


140 - International Marine Engineering 


During the trial runs, the first of these boats attained a 
speed of 8.16 knots with 104 revolutions per minute and 312.6 
indicated horsepower, thus reaching at reduced power a speed 
nearly three-quarters of a knot above the normal figure. The 
coal consumption was found to be 1.54 pounds per indicated 
(metric) horsepower, as against the guaranteed figure of 1.65 
pounds. 


A SEA=-GOING LIFE SAVER. 


BY C. A. M ALLISTER. 


The new revenue cutter Snohomish, new en route to the 
Pacific Coast from Wilmington, Del., where she was con- 
structed, is the first sea-going craft ever built exclusively for 
the purpose of saving life. In the building of this vessel the 
United States Government has furnished another example 
of its willingness and desire to aid humanitarian enterprises 
looking towards the welfare: and safety of its people afloat as 
well as ashore. 

The origin of this vessel may be traced directly to the loss 
of the steamship Valencia on Vancouver Island, B. C., which 
occurred on the night of Jan. 22, 1906, resulting in a loss of 
136 lives. This disaster was the culmination of a number of 


APRIL, 1909. 


The vessel, it will therefore be seen, is of ample size and 
of proper design and power to fulfill her mission of saving 
lives at sea. For this purpose the following special equip- 
ment has been fitted: 


1. Breeches buoy apparatus for removing shipwrecked per- 
sons from wrecks which are inaccessible to lifeboats. 
2. Line-throwing guns to be used in connection with the 
above apparatus. ; 
3. Two self-bailing and self-righting lifeboats. 
4. Life raft. 
5. Complete equipment of life buoys and life preservers. 
6. Wireless telegraph. 
7. Two powerful searchlights. 
8. Telephotos or night-signaling apparatus. 
g. Fire-extinguishing apparatus. 
10. Wrecking pump and suction hose for pumping out ves- 


sels. 


By far the most novel and interesting piece of the above 
special apparatus is the breeches buoy device for rescuing 
shipwrecked people when the conditions are such as to pre- 
clude their being taken off wrecks by the ordinary methods. 
This problem is so much akin to the coaling of ships at sea 


THE SPENCER-MILLER LIFE-SAVING APPARATUS IN OPERATION. 


shipwrecks in that vicinity, the seriousness of which can be 
judged from the statement that during the past fifty years 
nearly 700 persons have lost their lives in these waters. The 
public discussion and interest aroused by the loss of the ill- 
fated Valencia resulted in the appropriation by Congress of 
$200,000 (£41,090) for the construction of “an ocean-going 
tug for the North Pacific Coast.” 

his has materialized in the Snohomish, a staunchly built 
and powerful sea-going tug, capable of withstanding any sea 
which may arise and any gale that may blow. The purpose 
of this sketch is more to describe some of the distinctive life- 
saving equipment of the craft than to expatiate on the de- 
tails of her construction, yet it is well to state that she is a 
vessel of 795 tons displacement, having an over-all length of 
152 feet, a beam of 29 feet, a depth of 17 feet 6 inches, and a 
normal draft of 12 feet 4% inches. Her machinery consists 
of one Scotch boiler and one Babcock & Wilcox water-tube 
boiler, and a triple-expansion engine which developed, during 
a 4-hour test an average of 1,372 horsepower, with a resultant 
speed of 13.65 knots, a performance which can easily be bet- 
tered in case of emergency. Her propeller is 11 feet in 
diameter with a pitch of 11 feet, 


by means of what may be termed a uniform tension cable- 
way, that it was but natural to adopt the apparatus, the utility 
of which has been so successfully demonstrated in connec- 
tion with coaling naval vessels at sea from colliers. This ap- 
paratus consists in general of a large drum on which the cable 
is coiled: this drum being operated by a double engine, the 
valve gear of which is so designed as to admit steam to the 
engines and take in the slack of the cableway when the ves- 
sels roll together and pay out cable when they roll away 
from each other; thus maintaining, at all times, a normal, 
uniform tension in the cableway between the two vessels. 
Consequently a contract was made with the one concern in 
this country which has made this difficult matter a success, 
the Lidgerwood Manufacturing Company, New York. 

The modus operandi, as practiced during trials of the ap- 
paratus, and as will undoubtedly be adopted under actual 
service conditions, will be to anchor the vessel at a safe dis- 
tance off shore from the wreck and shoot a small line over 
the ship in distress from the line-throwing gun. This line 
will be of sufficient strength to allow the crew on the wreck 
to haul aboard the block and whip. A tally board will be 
fastened to the block, upon which will be printed in several 


APRIL, 1900. } 


International Marine Engineering 147 


ONE OF THE HALL LIFE-SAVING GUNS USED ON THE SNOHOMISH. 


of the more important languages full directions as to how it 
is to be secured. Then the hawser or cableway will be sent 
on board by means of the whip, to which another tally board 
is tied, giving directions as to how it is to be secured. After 
the cableway has been fastened as directed, then by means of 
the’whip, the breeches buoy, suspended from a traveler block, 
will be hauled off. The passengers and crew will then be 
taken off the wreck; one at a time if conditions permit, but 
if the vessel shows signs of breaking up, then two persons 
may be transferred at one trip. The life-saving guns used on 
the Snohomish are of the Hall improved type, built by the 
Lackawanna Marine Engine Works, Newburgh, N. Y. This 
gun is of the breech-loading type, mounted in such a way that 
ithe recoil from the discharge is taken up entirely by the mount 
itself, so that the gun can be accurately fired from any spot 
without being fastened securely to the vessel. 

In the event that the sea will permit the transfer to be made 
by the use of boats, then the two-self-bailing and self-righting 
lifeboats will be lowered, and the rescue of those on the dis- 
tressed vessel more rapidly effected. These lifeboats are of 
the most modern, self-bailing and self-righting metallic type, 
24 feet long, and of the design which has proved most sea- 
worthy and best adapted for general life-saving purposes un- 
der varying conditions of sea and location of wrecks. 

In addition to these large lifeboats, a small, light Otter boat 
is provided. This is of the type used by the sealers and sea- 
otter hunters of the North Pacific and Behring Sea, and ex- 
perience has demonstrated their great utility in rough water. 
They are light and buoyant as cork, and easily handled by two 
men, This boat could be used in running a light line to a 
distressed vessel, or even in the assistance of rescuing those 
on board. Circumstances might arise where a raft could be 
used to advantage, and for that purpose a metallic life-raft 
is at hand fully equipped for any emergency. 

It is expected that much of the information as to disasters 
at sea or wrecks on shore will come to the Snohomish through 
the medium of the wireless telegraph, and as the set in- 
stalled on the vessel is of the latest design, 1 kilowatt in 
capacity, with a sending range of 100 to 150 miles, and cap- 
able of receiving messages from a distance of 800 to 1,000 
miles, the added facilities afforded by this equipment can be 
well appreciated. 

The two large searchlights will be of great assistance dur- 
ing night work; and for communication with those on the 


‘speed is reached the shaft breaks. 


wreck, or in the life-boats away from the Snohomish at such 
times, the “Ardois” night-signaling set will be of especial ad- 
vantage, as the ordinary code is well known to nearly all men 
who follow the sea in the position of a ship’s officer, 

It will be seen from the foregoing sketch that every en- 
deavor has been made to provide the most seaworthy vessel 
possible of such a size as to be able to withstand all condi- 
tions of sea and storm, and yet capable of being readily 
handled when maneuvering about a wreck, fully equipped 
with all known apparatus and appliances for facilitating the 
rescue of those who may be shipwrecked and in distress along 
the dangerous shore of the North Pacific Coast. 


THE WHIRLING OF SHAFTS. 


It is quite possible for a shaft designed to transmit a given 
twisting moment to be entirely satisfactory when running at 
a comparatively low speed, and yet to suffer serious damage 
when it is run at a high speed, transmitting little or no twisting 
moment. Any slight initial bending of the shaft increases 
markedly as the speed increases until when a certain critical 
This critical speed may be 
termed the speed. In ordinary shop shafting 
whirling speeds are never or rarely reached. The introduction 
of the steam turbine has, however, been accompanied by such 
high shaft speeds that it becomes imperative to consider 
whirling in designing the shafting. Even if the shaft is per- 
fectly true and balanced, an initial deflection, however slight, 
is quite sufficient to set up whirling, and if we run the shaft 
in the neighborhood of the whirling speed serious damage is 
invariably the consequence. It is the purpose of this article 
to give an account of the several formule from which whirling 
speed can be ascertained. 

Consider a shaft with bearings at A and B (Fig. 1) rotating 
at an angular speed «. Suppose the line A B denotes the initial 


“whirling” 


FIG. 1. 


position of the shaft, and the curved line APB the disturbed 
position when running at speed w. Let the co-ordinates of 
any point P in the shaft be +, y, referred to the end bearing 
A as origin. If g denotes the weight per running foot of the 


Co 


shaft, then the disturbing force on the shaft at P is ay Ws 


g 

where g is the acceleration due to gravity. When equilibrium 
is reached the disturbing force is,equal to the controlling 
force (the elastic force tending to restore the shaft to its 
original shape). The shaft is then under flexure, as though 
it were loaded with a load distributed as and equal in magni- 
tude to the controlling force. If, therefore, M denotes the 
bending moment at the section of the shaft at P, we have 
(since the second differentiation of the bending moment curve 
gives the load curve) that 


aM é 
= controlling force = oy 
ana g 
Also in any loaded beam 
dy 
M = E J ——— 
Oho 
where E = coefficient of elasticity of the material and J = 


148 


International Marine Engineering 


APRIL, 1909. 


moment of inertia of the section of the beam; whence it fol- 
lows that 


aM d‘y o 
——w Ee = —— sit 
dx? ad x g 
or 
d‘y Co ; | ow 


= oy = my; where m = Nae 

d x* @ IB, i g 12, It 
The solution of this differential equation is given by 

y=Acoshmx+Bsnhma«+Ccosma+ Dsinm x (a) 


To obtain the constants A. B. C. D. we must apply the ter- 
minal conditions. 


Case (1). Suppose the shaft be not contained at the bear- 


K Vd + dy 
N = 
P 
where K has a value ranging from 33,000 to 75,000. 
If d: = o we get a solid shaft, and then 
Kd 
N= 


P 
where d = diameter of the solid shaft; that is, in the case of 
a solid shaft the whirling speed varies directly as the diameter 
and inversely as the square of the length of the shaft between 
the bearings. 
Whirling cannot be prevented if we approach the whirling 
speed. We must so design our shafting, either by alteration 


STERN BEARING 


/ 1 
.0.-=————S———— 
poo ee A ee 
' 


FIG. 2. 


ings, that is, the bending moment at each end of the shaft at 
the bearings is zero. We have then that, when + = 0, y = 0 
and 
dy 
Vi | 


= 0; 

dx 
and when + = / (1 being the length of the shaft between the 
bearings) then y = 0, and 


d’y 

WM = IB = 0. 
dx 

It then follows that 
oO o 
=> >< — at NODDDD ODD OOUDNONO (B) 
g El 
If N = revolutions of shaft per minute corresponding 


to whirling. 
w == weight per cubic foot of the material (480 
pounds for steel). 


d, and d: = internal and external diameters in inches. 
E = 29 x 10° pounds. 
1 = span in feet. 


Then (8) reduces to 
33,000 V di’ + d.? 
SS e——e 
Ip 
Case (2). Suppose the shaft be fixed in direction at one 
end, but free at the other. The constants A. B. C. D. in the 
equation (a) then vary, and the formula for the whirling 
speed then becomes 
51,000 Vd.* + d.” 
NS —— 
P 
Case (3). If the shaft be fixed in direction at each end, 
e. g., a shaft in very long and very rigid bearings, we get 
75,000 Vdx + dy 
Ni = 


P 


It is seen thatthe whirling speed of a shaft under different 
conditions of constraint at the bearings is represented by 


in the diameter or in the span that the maximum speed at 
which the shaft is to run, is well below the whirling speed. 

It is seen that the assumptions on which our formule are 
based do not include the effect of several bearings in associa- 
tion with a continuous shaft, the effect of the thrust of the 
screw nor that of the overhanging propeller in propeller 
shafting. The general effect of these is to reduce the whirling 
speed. - 

As an example of the application of the formule let us 
consider the shafting shown in Fig. 2. 

The designed revolutions were 1,300, the span from the 
middle of the stern tube to the center of the bearing at the 
shaft bracket at A was 19.6 feet, the diameter of the shaft 
(solid) was 35% inches. Using the formula 


51,000 Vd? + d; 
w= —— 
ip 
d, = 0, dz = 3% inches; | = 109.6. 
Hence, N = 480 revolutions per minute. This would never do, 
as we should have to pass through this speed to reach our 
speed of 1,300 revolutions per minute. 

The obvious way out of the difficulty is to place another sup- 
port between the stern tube and extreme bracket A. This 
can be done by placing the bracket B at 10 feet from the 
center of the stern tube, thus dividing the original span into two 
spans of 9.6 feet and 10 feet, respectively. Taking the larger 
span, 10 feet, as giving the worst case, we have the whirling 
speed corresponding to this span as given by the formula 

51,000 Vd, + d,? 
es 
ie 
where di = 0, d2 = 35% and / now equals to. 
speed is now 


51,000 X (35%) 


The whirling 


= 1,850 revolutions per minute. 


100 


This is well above our designed speed, so that the introduc- 
tion of the additional shaft bracket B at about midway be- 
tween the stern tube and the extreme bracket A keeps our 
designed speed well below the dangerous whirling speed. 

G. R. 


APRIL, 1909. 


International Marine Engineering 


149 


ee 


THE FRENCH ARMORED CRUISER ERNEST RENAN. 


BY J. G. PELTIER. 


Although authorized in the French naval programme of 
1900 and contracted for in August, 1903, yet, due to the many 
changes in design made by the Admiralty, the Ernest Renan, 
the first of the 23-knot French cruisers, was not completed 
until April, 1908, and her official trials were not carried out 
until the latter part of the same.year. The Ernest Renan is 
515 feet 2 inches long on the waterline, with a beam of 70 
feet 1 inch, and, at a draft of 26 feet 10 inches, displaces 
13,644 tons. Three triple-expansion engines, aggregating 37,- 
ooo horsepower, were designed to drive the ship at a speed of 
23 knots. 

The hull is built of the highest quality mild steel, and there 
is no metal keel, simply a docking keel of teak and two 


of which extend from the stem to within a few feet of the 
stern, terminating at an athwartship armored bulkhead. The 
belt extends 4 feet 7 inches below the normal waterline and 
17 feet 1 inch above the waterline forward and 7 feet 7 inches 
above it aft. The first strake is 6.7 inches thick forward re- 
duced to 4 inches aft. The second strake is 5 inches thick for- 
ward reduced to 3.6 inches aft, while the third strake extends 
from the stem 122 feet aft, or up to the casemates of the 
forward 6.5-inch guns; thus it will be seen that there is ample 
protection for the bow of the ship. The athwartship armored 
bulkheads extend from the outside plating of the casemates 
to the 7.6-inch turrets, and as an additional protection a coffer- 
dam extends the entire length of the ship at the waterline. 
With the exception of the spardeck, all decks are clear from 
all the ordinary auxiliary apparatus which was formerly found 
on all French warships. This is worthy of note, because 


THE ERNEST RENAN AT FULL SPEED. 


bilge keels, extending for about three-fourths of the ship’s 
length amidships. The stem is of forged steel and the stern 
frame of cast steel. From the bottom of the ship to the lower 
protective deck the hull is divided into numerous main com- 
partments, many of which are sub-divided into smaller water- 
tight compartments. The double bottom extends to the pro- 
tective deck. The shell plating is 11/16 inch maximum thick- 
ness below the waterline, and 13/32 inch above the waterline. 
The plates are worked according to the double-clincher, 
double-garboard and two-strake system. 

As is the custom on all French warships the armor is ar- 
ranged according to the “tranche cellulaire de protection” sys- 
tem, which consists of side armor and lower and upper pro- 
tective decks. The highest point of the lower protective deck 
is a little above the load waterline. At the sides it is 4 feet 
7 inches below this level. It is built of 1.4-inch mild steel 
plates, protected by'1.8-inch nickel steel armor on the flat and 
2.6-inch nickel-steel armor on the slopes. The upper protective, 
or splinter, deck is at the height of the upper edge of the 
second strake of side armor. It is built of steel plates from 
1.4 inches to 13/32 inch thick, 

There are three strakes of side armor, the first and second 


it shows the new policy inaugurated by the Admiralty. Be- 
tween decks the vessel is roomy and well fitted out. 

The armament consists of four 7.6-inch guns mounted in 
pairs in turrets, one forward and one aft of the superstructure, 


each having a total arc of fire of 228 degrees. There are twelve 


‘6.4-inch guns, eight of which are mounted single in turrets on 


the spardeck, four on each side, the remaining 6.4-inch guns 
being located in four casemates, two forward and two aft. 
The secondary armament consists of sixteen 2.6-inch rapid- 
fire guns, of which twelve are located in the broadside bat- 
tery and the remainder on the bridges. There are also four 
3-pounder guns and two 18-inch submerged torpedo tubes. 
The fore-and-aft fire consists of two 7.6-inch guns and six 
6.4-inch guns, while for the broadside fire four 7.6-inch and 
six 6.4-inch guns are available. The 7.6-inch turrets are pro- 
tected by 8-inch armor and the barbettes with 5-inch armor, 
while the smaller turrets are protected by 5.5-inch armor. The 
casemates are protected by 5-inch armor. 

The cruiser is propelled by three main engines of the four- 
cylinder triple-expansion type, located in three watertight 
compartments amidships. The cylinder diameters are: high 
pressure, 45 inches; intermediate, 68 inches; low pressure, 78 


150 


inches. The stroke is 42 inches and the revolutions per min- 
ute at full speed 133. The order of the cylinders from the 
forward to the after end is low pressure, high pressure, inter- 
There are three re- 
versing engines, one of the usual type, another of a special 
type, and a third operated with oil. Each engine has two 
separate condensers with auxiliary apparatus in a Special 
watertight compartment, while between the condensers are 
the thrust blocks. 

Steam is furnished by forty-two Niclausse watertube 


boilers, located in watertight compartments containing bat- 


mediate. pressure and low pressure. 


QUARTER DECK OF THE ERNEST RENAN. 


teries of eight each. Part of the boilers are forward and part 
aft of the main engines. The products of combustion escape 
by means of six funnels, 91 feet, high above the grate bars. 
The boilers are 7 feet 6 inches long, containing a total of 
14,520 tubes, the upper ones being 2 15/16 inches inside 
diameter and the lower ones 3 1/16 inches inside diameter. The 
working steam pressure is 299 pounds per square inch, the 
total grate area 2,780 square feet, and the total heating surface 
84,620 square feet. The boiler rooms are supplied with fresh 
air by electric fans and by steam-driven fans for forced draft. 
The ashes are removed by means of electric winches. 

The total capacity of the coal bunkers is 2,300 tons, the 
normal supply being 1,524 tons, the steaming radii at 10 knots 
‘under these conditions being, respectively, 12,000 and 7,500 
miles. At full speed the steaming radii are 1,650 and 1,028 
‘miles, respectively. 

The auxiliary machinery includes four dynamos, located in 
two separate watertight compartments on the lower protec- 
tive deck. These dynamos operate at 110 volts, and have a 
capacity of 1,200 amperes each. All apparatus, except that re- 
quiring excessive power, is driven by electricity. The turrets, 
ammunition hoists, ventilating fans, with the exception of the 


International Marine Engineering 


‘the last consideration. 


APRIL, IQ09. . 


forced draft blowers, are all electrically driven. There’ isa 
complete refrigerating plant for the magazines, which are 
close to the boiler or engine rooms. The distilling apparatus 
has a capacity for 35,000 gallons of fresh water per day. 

If the Ernest Renan is compared with similar ships of the 
leading naval powers which were designed or laid down at the 
same time, it is easily seen that in the matter of armored pro- 
tection she is superior to any other ships. As far as thickness 
of armor is concerned, assuming that the quality is the same 
on all the ships, the Warrior and Minotaur of the English 
navy have a slight superiority. The German type, although 
protected to an extreme height amidships, has no efficient: pro- 
tection fore and aft. The Ténnessee of the United States 
navy has a better protected surface, but it is to be regretted 
that she has not been given better protection forward, as’ this 
will cause a certain inferiority in an engagement, because the 
bow is a vital part of a ship which is built for speed. It is 
distinctive of the French type that the bow of the ship is given 
ample protection far in advance of that provided in any other 
navy. 

In the matter of armament this cruiser shows a great in- 
feriority in caliber. It is certain that in an engagement at 


SPAR DECK OF THE ERNEST RENAN, 


long range with any similar ships of other navies the French 
cruiser would be at a decided disadvantage. It seems to have 
been the rule in the French navy, at least up to the present 
time, that in a ship of certain tonnage the better part of the 
displacement is utilized for speed, the second consideration 
being armored protection, while the armament of the ship is 
French warships have been con- 
sistently developed to fight among themselves, but not to 
fight with similar ships of other navies. The caliber of the 
small guns is the smallest used in any navy in‘the world. ' 
On her full-speed trials the Ernest Renan’ exceeded her 


APRIL, 1909. 


designed speed by nearly a knot and a half. Further details 


of the trials are shown in the table, which show that the ~ 


engineering work, as carried out by the builders of the vessel, 
the Chantiers de l Atlantique, has been most successful. 
TRIALS OF THE FRENCH ARMORED CRUISER ERNEST RENAN. 


6 Hour TriAL AT- REDUCED SPEED, SEPT. 4, 1908. 


Num-| Grate Pounds | Pounds 
ber Surface 1.H.P. Coal Coal Speed, 
of Sq. Ft. per I.H.P.| per Sq. Knots. 
Boilers. per Hour.|Ft., Grate 
Area. 
Official ASA, sowae 6 417 3,336 ae 11.61 8.59 
: , Behn, pie Not 
Contract Figures... . Not |Specified. 3,250 8 BEECH Specified: 
24-Hour Run at NorMAL SPEED, Auc. 21-22, 1908. 
Official Tria]....... 42 2,680 22,560 153 12.86 21 23 
. (1.43 Not. 
Contract Figures... . 42 2,680 21,600 1" iy Sdboee Gpecineds 
10-Hour FuLtt Power Run, Sept. 8, 1908. 
Builder’s Trial...... 42 2,680 37,772 | Not Dete|rmined. 24.44 
Contract Fi 42 2,680 | 36,000 Wet eae 23.00 
‘ontract Figures... . 2 6 : Specified: pe 3 


THE TOTAL HEAT OF SATURATED STEAM.* 


BY DR. HARVEY N. DAVIS. 


For many years Regnault’s classic formula, now sixty-one 

years old, which gives as the total heat of saturated steam 

idl = oon 26 Ogos (uy —= 3) Be Me We 

has been exclusively used by engineers in America, yet the 
remark is becoming common that such and such a method 
cannot be used because of the well-known errors in the steam 
table. It is therefore fortunate that, at least in the range from 
32 to 212 degrees, physicists have recently provided a con- 
siderable number of good observations of the total heat of 
saturated steam apparently not noticed by the makers of our 
steam tables. It is equally unfortunate that, in all these years, 
there seems to have been not a single new observation above 
the boiling point. It is the purpose of this paper to show that 
certain observations recently made for very different pur- 
poses can be combined to give a better set of values of H 
above 212 degrees than do Regnault’s direct measurements, 
and to propose a new formula for the range from 212 to 400 
degrees, the accuracy of which is believed to be something 
like o1 percent. If these results are correct, Regnault’s 
formula is too high by more than 18 B. T. U., or 1.7 percent 
at 32 degrees; too low by 6 B. T. U., or 0.5 percent at 275 
degrees, and too high again above 380 degrees, the error in- 
creasing rapidly at high temperatures. 

Some years ago attempts were made to determine the varia- 
tion of the specific heat of superheated steam with pressure 
and temperature by means of throttling or wire-drawing ex- 
periments. These attempts failed because, as the observers 
themselves pointed out, the. necessary computations were 
extremely sensitive to small errors in the assumed values of 
the total heat of saturated steam. Under unfavorable circum- 
stances, an error of 0.1 percent in one of the values in the 
steam tables might make a difference of from 3 to 5 percent 
in Cp. It is then evident that, knowing Cp independently, one 
could reverse the process by which they tried to get it, and 
compute all the total heats in terms of any one by a method 
as insensitive to errors in. assumed data as the other was sen- 
sitive. 7 


* Abstracted from a paper presented at the December, 1908, meeting of 
the American Society of Mechanical Engineers, New York. 


International Marine Engineering 151 


Fortunately, since these experiments, Cp has been deter- 
mined independently and directly by Knoblauch and Jakob, 
of Munich, and by Thomas, of Cornell, and the accuracy 
attained by them is sufficient to make worth while such 
a -recomputation of the wire-drawing experiments. In this 
work, Knoblauch’s values of Cp will be used rather than 
Thomas’. 

The throttling experiments used are those of Grindley, in 
England, in 1900; of Griessmann, in Germany, in 1904, and of 
Peake, in England, in 1905. The recomputation of these 
throttling experiments, considered in connection with Knob- 
lauch’s determination of the- specific heat of superheated 
steam, lead to a new formula for the total heat of saturated 
steam, namely : 

H = How + 0.3745 (ft — 212) — 0.000550 (t — 212)”. 

The best available value of Hs» seems to be 1150.3 mean 
B. T. U., which is the average of the values of Henning and 
of Joly. The total heat equation becomes 

H = 1150.3 +- 0.3745 (¢ — 212) — 0.000550 (t — 2i12)) 
The range of this formula is from 212 to about 400 degrees 
F. The greatest error in Regnault’s formula in this range is 
6 B. T. U., at 275 degrees F.; but if Regnault’s formula is 
extrapolated to higher temperatures, the error in it increases 
very rapidly. Below 212 degrees there is an abundance of 
modern data to show that Regnault’s formula runs high, the 
error reaching 18 B. T. U. at 32 degrees. 

Recomputed values of the specific volume of saturated steam 
differ from the standard values by tor cubic feet, or 3 percent 
at 32 degrees, and by about 1 percent in the opposite direction 
at 275 degrees. Computed values of Cp at saturation agree 
strikingly with Knoblauch’s values, and give additional con- 
firmation to a conclusion already reached that of the three 
available sets of Cp values, Knoblauch’s, Thomas’ and Heck’s, 
Knoblauch’s is most deserving of confidence. 

A steam table based on these new values will presently be 
published under the joint authorship of Prof. Lionel S. 
Marks and the present writer. 


A NEW ORIENT LINER. 


The Fairfield Shipbuilding & Engineering Company, Ltd., 
recently launched the twin-screw steamer Otway for the Aus- 
tralian mail and passenger service of the Orient Steam Navi- 
gation Company, Ltd. The Ofway is a vessel of about 12,000 
tons gross, with the following dimensions: Length, 552 feet; 
breadth, 63 feet 3 inches; depth, 46 feet. She is divided into 
ten watertight compartments, and has seven decks, viz.: boat, 
promenade, shelter, upper, main, lower and orlop. Accommo- 
dations are provided for 280 first class passengers, 115 second 
class, and 700 third class and emigrants. The vessel is 
schooner-rigged with two pole masts; has a straight stem 
and elliptical stern; is fitted with a balanced rudder and an 
auxiliary rudder for Suez Canal requirements. 

At the forward end of the boat deck a large deck house has 
been built to accommodate the navigating officers, with the 
chart house and navigating bridge above. On the same deck 
amidships is the wireless telegraph station, the remainder of 
the deck being given up entirely as a promenade for first class 
passengers and the housing of the boats. 

At the forward end of the promenade deck is situated the 
lounge and first class entrance, which has been tastefully 
decorated in Italian walnut. An elevator is provided to carry 
passengers from this entrance to the various decks and 
saloons. Adjoining this room is the first class music room and 
library, also finished in Italian walnut; the bay windows in 
this room are a special feature, enabling the passengers to 
have a full view of the promenade. Amidships, on the prom- 
enade deck, is a large deck house, which encloses the first 


152 


International Marine Engineering 


APRIL, 1909. 


class staterooms. At the after end of this house is the first 
class smoking room, which is finished in Austrian wainscot 
with furniture to match. Opening from the smoke room at 
the after end is a yeranda, which can be used as a deck lounge 
in fair weather. Around the deck houses is a broad and 
spacious promenade, under cover of the boat deck, and be- 
tween the deck houses a large area of the deck has been kept 
clear for sports. Aft of and isolated from the first class is a 
covered promenade for third class. 

The shelter deck forward of the bridge bulkhead is re- 
served for working the vessel and handling the cargo, and is 
fitted with powerful windlasses, capstans, winches and cranes. 
Abaft this bulkhead for a distance of about 60 feet the ship’s 
side plating extends to the promenade deck, and continues aft 
into a deck house 160 feet long with a promenade on either 
side. At the forward end cabins-de-luxe or en suite rooms 
have been arranged. Immediately abaft these cabins, and in 
the center, is a large well over the first class dining saloon 
with special cabins on each side. The remainder of this house 
is fitted up with two-berth staterooms. 

Continuing aft is the promenade for second class passengers, 
on which is situated the second class smoke room and music 
room and stairway leading down to second class accommo- 
dations below. At the after end, and divided from the second 
class by a barrier, is a comfortable music room and smoke 
room for the third class, with access to their living quarters. 

The forward end of the upper deck is reserved for the wash- 
places and mess rooms for steerage, firemen and seamen. 
Abaft of this, and extending to the grand staircase, are first 
class staterooms. 

The first class dining saloon adjoins the main staircase, and 
is a magnificent hall extending in breadth from side to side 
of the ship, and measures over 50 feet in length. The saloon 
is finished in Italian walnut, and small tables are used. Over- 
head in the center of the saloon is an immense rectangular 
well, tastefully decorated, forming a gallery on the deck 
above. In the center of the ship, immediately aft of the first 
class dining saloon and forward of the second class dining 
saloon, are the galleys, pantries, sculleries, larder, bakery and 
confectionery. The second class dining saloon is 52 feet long 
by 63 feet wide, capable of seating 151 persons at one time. 
Aft of this are the second class staterooms, fitted up on the 
Bibby system, giving light to the inside rooms. At the after 
end of the upper deck are the third class accommodations, 

The fore end of the main deck is reserved for the berths 
of the seamen and firemen. Around the main staircase are 
arranged staterooms on the Bibby system for first and second 
class passengers, with a children’s saloon having seating ac- 
commodations for twenty. 

The vessel will be propelled by twin screws, each driven by 
an independent set of quadruple expansion engines, balanced 
on the Yarrow, Schlick & Tweedy system. The high-pressure 
and the first intermediate-pressure cylinders have piston valves 
and the larger cylinders have ordinary flat slide valves, all 
worked by Stephenson’s link motion, and controlled by steam 
reversing gear of the direct-acting type. The shafting is of 
hydraulic forged Siemens-Martin mild steel, each crank shaft 
being in four sections. The propellers have three bronze 
blades, fixed to cast-steel bosses. 

A very complete installation of auxiliary machinery in 
duplicate will be fitted, comprising a complete electric plant, 
the latest improved steam steering gear, including Brown 
Bros. (Edinburgh) patent hydraulic telemotor, ventilating 
fans, telegraph, telephone, etc. 

Steam will be supplied by four double-ended and two single- 
ended Scotch boilers, designed for a working pressure of 215 
pounds per square inch. Howden’s system of forced draft is 
fitted to all the boilers, the necessary air pressure being sus- 
tained by five large motor-driven fans. 

A separate compartment forward of the boiler rooms con- 


‘tion unless ball or roller bearings are used. 


tains the refrigerating installation, consisting of three dif- 
ferent machines, the two larger machines on the dry-air 
principle, for dealing with the cargo holds; and the third 
machine, on the carbonic anhydride system, for cooling the 
stores required for ship’s use. 


THRUST AND JOURNAL BEARINGS. 


A perfectly lubricated journal bearing will maintain its 
lubrication and carry a load up to 500 pounds per square inch 
with a comparatively low friction loss. On the other hand, a 
thrust bearing will not support continuously more than 60 or 
70 pounds per square inch, and has a very high friction loss. 
The reason for this difference is that the form of the bearing 
in the one case is well adapted to maintain lubrication, while 
in the other it is not. 

Since the amount of work lost in friction depends upon the 
nature of the two surfaces in contact, it, of course, is evident 
that a bearing which, from its construction, tends to maintain 
a film of lubricating oil between the two metallic surfaces will 
be more efficient than one in which there is no such tendency, 
and, consequently, a metal-to-metal contact. In a journal 
bearing the oil is carried by the rotation of the shaft from tne 
point of no pressure in the bearing, and is formed into a 
wedge, continually forcing apart the shaft and the bearing. 
In a thrust bearing of the usual type, consisting of one or 
more collars on the shaft bearing against corresponding col- 
lars on the thrust block, there is no point of zero pressure 
between the two surfaces, since they are pressed together with 
equal force at all points. Therefore, there is little opportunity 
for the oil to work between the surfaces, and consequently 
the bearing is incapable of supporting heavy-unit loads without 
developing an excessive amount of heat due to friction. 

The fact that the ordinary thrust bearing is so inefficient as 
compared with a journal bearing has led to the introduction 
of a number of different means for reducing this friction. 
Special kinds of anti-friction metal have been brought out, 
also special kinds of engine oil for lubricating the bearing. 
Others have attempted to solve the problem by using ball or 
roller bearings, while still others have attempted to so con- 
struct the bearing surfaces of the thrust collars that a point of 
no pressure is obtained, and thus the bearing is lubricated 
similarly to a journal bearing. 

In a paper read before a recent meeting of the Institute of 
Marine Engineers, Mr. G. B. Woodruff showed a diagram in 
which the coefficients of friction for both thrust and journal 
bearings are plotted as curves for varying speeds for different 
types of bearings. Friction being of two kinds, static and 
kinetic, it is evident that certain types of bearings may have 
a low starting friction, which will increase rapidly with the 
speed, or they may have a high starting friction, which will 
not increase very materially with an increase of speed. Of 
course it will depend altogether for what purpose the bearing 


’ is to be used whether it is advisable to have the friction a 


minimum at starting or at high speed. Both thrust and journal 
bearings have practically the same coefficient of starting fric- 
In that case 
there is a very low starting friction, although this advantage 
is lost when the speed of the shaft is increased. 

A theoretically perfect journal bearing shows a sudden drop 
in the friction when the speed approaches about to feet per 
minute. On the other hand, the coefficient of friction of a 
flat thrust bearing falls slightly as the speed increases, al- 
though there is no sudden drop and the friction remains high. 
There is, therefore, some change which takes place in a prop- 
erly lubricated journal bearing which does not take place in an 
ordinary thrust bearing. This change is the formation of the 
oil wedge forcing the two surfaces apart, which, as has already 
been pointed out, does not occur in a thrust bearing. 

The chief advantage of a ball bearing is the very low 


APRIL, 1909. 


International Marine Engineering 


153 


starting friction which it has compared with an oil-lubricated 
journal bearing. For heavy loads and high speeds, however, 
the advantage is not so great. 

Roller bearings are now made to carry loads varying from 
a few ounces running at 30,000 revolutions per minute to loads 
of 250,000 pounds at 500 revolutions per minute and 1,500,000 
pounds at 100 revolutions per minute. While such bearings 
have not been widely used for the thrust and journal bearings 
on propeller shafts for any except small boats, yet attention 
is now being turned to development in this direction. There 
are, however, an almost innumerable number of places on the 
various machines and tools used in shipyards where they can 
be used to great advantage. The largest anti-friction thrust 
bearing which has come to our notice was built by the Stand- 
ard Roller Bearing Company, of Philadelphia. It is over 4 
feet in diameter, weighs nearly 4 tons and carries a load of 
1,500,000 pounds, or 750 tons, at 100 revolutions per minute. 

For the purpose of ascertaining the relative starting and 
running friction of roller bearings as compared with ordinary 
bearings, Prof. Goodman, of the Yorkshire College, Leeds, 
made an exhaustive series of experiments with them, and gave 
the following facts as the results of his investigations. The 
friction per ton of load decreased as the load increased. 
Under a pressure of 100 pounds at 40 revolutions the bearing 
friction was at the rate of 8.512 pounds per ton of load, but 
under a pressure of 10,000 pounds at the same speed the fric- 
tion had decreased to 3.584 pounds per ton of load. Speed 
had very little effect upon the coefficient of friction. In the 
case of a load of 1,000 pounds the coefficient was constant 
between the speeds of 4o and 480 revolutions per minute, but 
in the case of a load of 10,000 pounds it varied from .oo16 at 
40 revolutions to .0013 at 160 revolutions, and remained con- 
stant at this figure to 480 revolutions, the highest speed obtain- 
able in the trials. The slight friction to be overcome in start- 
ing was practically the same as the running friction, while 
the end thrust was practically eliminated. 

Ball bearings were not accepted at first without prejudice, 
because the balls were frequently found to break. Exhaustive 
investigations have, however, shown the proper proportions to 
be used in designing such bearings, so that now the same re- 
liability can be claimed for these as for any other type of 
bearing. Manufacturers usually claim a saving of from 30 to 
40 percent in power and oil by their use. The balls are now 
manufactured with marvelous accuracy, some being guaran- 
teed correct to 1,000 of a millimeter and absolutely round. 


The Thames Conservancy Motor Launch ‘‘Thames.”’ 


For some time past the Thames Conservators have found the 
small motor launch of considerable assistance to them in their 
duties, and the experience gained with the boat Thames, de- 
livered by Messrs. Thornycroft in the late summer, has 
demonstrated the advantages to be derived from the use of 
larger craft of this description. The Thames is 45 feet long 


by 8 feet beam and 2 feet 7 inches draft. She is carvel-built 
of mahogany, with frames of American elm, decks of Kauri 


THE THAMES. 


pine, stem and sternpost of English oak and keel of American 
elm. All of the scantlings are of sufficient strength for sea 
or river use, as the launch is intended for patrolling the 
Thames from Oxford down to the mouth of the river. A 
cabin is fitted aft which contains a toilet, a pantry with shelves 
and sink, and a saloon with table, lockers, etc. The boat is 
provided with a folding canvas hood forward and a canvas 
awning over the after well, the motor being protected by a 
mahogany casing with hinged panels. 

The motor has six cylinders, each with a diameter of 4%4 
inches and a stroke of 5 inches, developing 45 brake-horse- 
power at about 1,000 revolutions per minute. The cylinders 
are of close-grained cast iron and water-jacketed, the circu- 
lating water being provided by a pump of the rotary gear type. 
Lubrication is forced by means of a pump. A reversing gear 
is fitted of the Thornycroft type in conjunction with a solid 
propeller. On her trials the launch attained a speed of 12 
miles per hour. 


The Motor Launch “Butterfly.’’ 


The Butterfly, which is a launch of a very staunch and 
serviceable type, is intended for cruising in the Bay of 
Smyrna. She is carvel-built of teak, with American elm 
timbers, 35 feet long by 7 feet beam, and with a draft of 
2 feet 3 inches. There is a roomy cabin forward with hinged 


THE BUTTERFLY. 


porthole lights. The decorations are in white and gold, with 
upholstery of scarlet. The seats are provided with swing 
edges, to give increased width for use as sleeping berths. A 
7-foot collapsible canvas boat is carried as a dinghy. 

The boat is fitted with lifting slings, spray hood, awning, 
with deep sides as protection against the sun, and a hinged 
mast for emergency purposes, which carries a balance lug sail. 

The machinery consists of a Thornycroft M4 engine and 
reversing gear. This engine has four cylinders, each 4% inches 
by 5 inches, and easily develops 30 brake-horsepower on the 
Russian or Roumanian kerosene, which is the only fuel ob- 
tainable in Smyrna. The “M4” is one of Messrs. Thorny- 
croft’s latest productions, and is specially designed for 
arduous marine work, having specially large bearings, crank- 
shaft and camshaft, with a very substantially designed crank- 
case. The consumption of fuel is about .9 pint per brake- 
horsepower per hour. The cylinders are of strong design, 
with ample jackets, having large doors for cleaning. The 
ignition is by a high-tension magneto, which gives good re- 
sults with kerosene fuel. The water circulation is maintained 
by a gear pump. Forced lubrication is fitted with a simple 
relief valve, by means of which the oil pressure can be regu- 
lated as desired and as required by the condition of the 
bearings. 

The guaranteed speed of the boat on Russian kerosene was 
Ir miles an hour, and about 1144 miles was easily attained 
on the trial spins. 


International Marine Engineering 


APRIL, 1909. 


Published Monthly at 
17 Battery Place New York 


By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary _~ 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 


Branch Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Offices Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


The edition of this issue comprises 6,000 copies. We have 


no free list and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
sre be ORIOL copy must be in our hands not later than the roth of 

month. 


For the Advancement of Naval Architecture. 


Two bequests have recently been made which will 
unbdoutedly do much to advance the science of naval 
architecture. In response to the appeal of Professor 
Watkinson, who occupies the chair of engineering at 
Liverpool University, for the foundation of a chair of 
naval architecture in that city, Mr. Alexander Elder, 
the well-known shipbuilder, offers to provide a capi- 
tal fund of $60,831 (£12,500) for this purpose. 
Also, by the will of the late Dr. Francis Elgar a sum 
of $7,786 (£1,600) is left to the Institution of Naval 
Architects for the endowment of a scholarship to be 
awarded as the Council may decide. After making 
other bequests, one-half of the residue of the Elgar 
estate, which will apparently amount to between $156,- 
000 ( £32,000) and $166,000 ( £ 34,000), is eventually 
to be divided equally between the Institution of Naval 
Architects for the encouragement of the science and 
art of naval architecture and the University of Glas- 
gow, to be held in trust for the furtherance of the 
objects of the John Elgar chair of naval architecture 
in that university. 

It is to be hoped that before long means will be found 
for providing every technical school or college in which 
there is a department of naval architecture with a well- 
equipped experimental tank for towing models. This 


need is very urgent both in the United States and Great 
Britain. In the United States there is at present, with 
the exception of the Government tank at Washing- 
ton, only one other model towing basin in operation 
in the country; while in England, with the exception 
of the Admiralty tank, there are only two others, and 
as these are owned by private shipbuilding firms there 
is little chance to use them for research work. A well- 
equipped experimental towing tank is, of course, a 
costly piece of apparatus, and one which is expensive 
to operate and maintain. On the other hand, there is 
no more valuable means of investigating the various 
problems which must be solved by a naval architect 
than by such’a tank, and under the direction of such 
men as are at the head of our schools of naval archi- 
tecture such an establishment would have an incal- 
culable value. Shipbuilders and others interested in 
the advancement of the science of naval architecture 
would do well to give the needs of technical schools and 
colleges more thought. 


An Innovation. 


The American Society of Naval Architects and 
Marine Engineers has decided to hold in future a semi- 
annual meeting sometime during the spring or sum- 
mer months at some Western city. This year the meet- 
ing will be held at Detroit, Mich., probably the last 
week in June. Only three or four papers will be read 
each day, the remainder of the time being devoted to in- 
specting shipyards and various other industrial works. 
Any increase in the activities of this society, which in 
the past has done so much to advance the science of 
naval architecture, is, of course, to be gladly welcomed ; 
yet the attendance and amount of interest shown at the 
annual meetings of the society in New York seem to 
us hardly sufficient to warrant this new departure. 
The fact that the meetings are to be held in some 
Western city may serve to stimulate the interest of 
lake shipbuilders in the activities of the society, and, if 
so, the attempt will have been worth while. 


Large Ships and Ocean Travel. 

Due very largely to the industrial panic, passenger 
traffic between the United States and Europe last year 
showed a decrease of 940,000 passengers and a 
decrease of about $29,199,000 (£6,000,000) in 
revenue. This decrease in travel, coming at a time 
when a few of the largest and fastest ships crossing the 
ocean were at the height of their popularity, caused 
at least one conservative line in the North Atlantic 
trade to suspend dividends for the year. The tendency 
to travel in the largest, fastest and most luxurious 
vessels has been steadily growing of late, so that ves- 
sels of this type are the first to earn dividends in a 
dull year. Bookings for travel during the coming sea- 
son have been fairly good, especially for mid-summer 
travel, and with the return of normal business condi- 
tions undoubtedly the smaller and slower boats will 
again be largely favored, because under these condi- 


APRIL, 1900. 


International Marine Engineering 155 


tions a greater number of people of moderate wealth 
will be traveling. 

The world-wide depression in shipbuilding follow- 
ing two years of unusual activity and overproduction 
will probably call a halt on the building of ex- 
tremely large vessels for a short time. Except for 
the new White Star liners Olympic and Titanic, no un- 
usually large vessels are now projected. Since the 
launch of the White Star liner Celtic in 1901, marking 
the advent of ships of over 20,000 tons gross, fourteen 
ships exceeding this tonnage have been laid down. 
During the four years, 1892 to 1895, an average of 
eight vessels of 6,000 tons and upwards were launched 
per annum in the United Kingdom. In the follow- 
ing four years, 1896 to 1899, the average rose to 
twenty-five, and to thirty-nine for the four years 1900 
to 1903. It dropped to twenty-seven for the four years 
1904 to 1907, and during 1908 twenty-eight such ves- 
sels were launched. Of vessels of 10,000 tons and 
upwards only three were launched in the four years 
1892 to 1895 ; seventeen were launched during the four 
years 1896 to 1899, while thirty-two were launched 
during the four years 1900 to 1903, and twenty dur- 
ing the four years 1904 to 1907. During 1908 ten ves- 
sels of 10,000 tons and above were launched. Of these, 
only one, the Rotterdam, was over 20,000 tons. In the 
United States the largest sea-going merchant steamer 
launched during 1908 was the Oklahoma, of 5,853 tons, 
and she was the only one of over 5,000 tons launched 
on the coast during the year. 


The Outlook in Shipbuilding. 


According to Lloyd’s Register, the total output of 
the shipyards of the world during 1908 (exclusive of 
warships) was 1,833,286 tons (1,706,179 steam, 127,- 
107 sail). According to the latest returns received by 
Lloyd’s, the tonnage of all nationalities totally lost, 
broken up, etc., during the twelve months amounts to 
about 794,000 tons (557,000 steam, 237,000 sail). The 
net increase of the world’s mercantile tonnage at the 
end of 1908 is thus about 1,039,000 tons. Sailing ton- 
nage has been reduced by 110,000 tons, while steam 
tonnage has increased by 1,149,000 tons. 

Of the tonnage launched during 1908, the United 
Kingdom has acquired over 30.25 percent. Of the to- 
tal merchant tonnage output of the world during 1908, 
50.75 percent was launched in the United Kingdom; 
but, if only seagoing steel steamers of 3,000 tons gross 
and upwards be taken into account (thus excluding 
vessels trading on the North American Lakes), out of 
the total of 179 such steamers of 1,050,741 tons 
launched in the world, over 63.33 percent of the ton- 
nage has been launched in the United Kingdom. The 
output of mercantile tonnage in the United Kingdom 
during 1908 shows a decrease of 678,221 tons on that 
of last year, and is the lowest total recorded for fifteen 
years. The Glasgow district occupied the first place 
among the principal shipbuilding centres of the coun- 


try, showing an output of 233,830 tons. Then follow 
in order Newcastle (174,259 tons), Belfast (153,517 
tons), Greenock (103,470 tons), Sunderland (86,547 
tons), Middlesbro’ (57,210 tons), and Hartlepool (37,- 
843 tons). In warship tonnage Newcastle leads with 
21,830 tons, followed by Devonport and Portsmouth 
with 19,250 tons each. 

In the United States the output was 287,603 tons, 
showing a loss of 42 percent as compared with 502,508 
tons for 1907. The returns from Germany show a de- 
crease of over 67,000 tons as compared with 1907. 
During the years 1900-1904 the average yearly output 
was about 204,000 tons. In 1905, 255,000 tons were 
launched, and in 1906, 318,000 tons. Since then there 
has been a considerable decrease, the present figures 
(207,800) being 110,000 tons less than two years ago. 
The tonnage launched in France, which had shown the 
striking decrease of 157,000 tons from 1902 to 1906, 
has since steadily increased. The figures for 1907 
were 26,000 tons better than those for 1906, and the 
present total (83,400 tons) is 22,000 tons larger than 
that of 1907. The returns from Denmark, Holland, 
Italy, Japan and Norway show decreases of 33, 15, 40, 
to and 8 percent, respectively, while in Austria-Hun- 
gary there was an increase of about 170 percent over 
1907. ‘The totals for all other countries indicate a de- 
crease of about 13 percent. 

Having passed through a year of such universal de- 
pression, it is natural for shipbuilders to look forward 
to better conditions during the present year. The labor 


troubles, which assumed such formidable proportions 


in English yards during 1908, have been satisfactorily 
settled; but the amount of orders for new tonnage so 
far booked is discouraging, neither does there seem to 
be much prospect of an immediate increase of business. 
The past few years have witnessed the production of 
a large number of big ships, and it is unlikely that 
activity in this direction will be resumed for some time. 
A healthy improvement in the carrying trade of the 
world, however, must necessarily stimulate the build- 
ing of medium-sized vessels of moderate speed and 
of large cargo capacity which are capable of earning 
dividends without the aid of large government sub- 
sidies. 

In America all hopes of a boom in shipbuilding dur- 
ing the present year were destroyed by the defeat in 
Congress of the ocean mail subsidy bill providing an 
increased mail subsidy to ships of 16 and 14 knots 
speed running to South America, the Philippines, China, 
Japan and Australasia. This is the third time in two 
years that substantially the same measure has been de- 
feated, and always on the same grounds. Opponents 
of the measure are, however, gradually losing ground, 
and, with the advent of the new administration, it is 
confidently believed by many that success is at hand. 
It seems hardly possible that a measure which has re- 
ceived the endorsement of both great political parties, 
and which has received the hearty support of two suc- 
cessive administrations, can much longer be suppressed. 


156 


International Marine Engineering 


APRIL, 1909. 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 

Tons. Knots Feb. 1. Mar. 1. 

S. Carolina.. 16,000 181% Wm. Cramp & Sons......... 78.9 82.3 
Michigan ... 16,000 18% New York Shipbuilding Co.. 89.7 93.0 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 64.1 68.5 
North Dakota 20,000 21 Fore River Shipbuilding Co... 70.6 74.5 
Florida .... 20,000 2034 Navy Yard, New York...... 3.3 4.8 
Utah ....... 20,000 2034 New York Shipbuilding Co.. 3.1 5.6 

TORPEDO-BOAT DESTROYERS. 
Smithwerectere 700 28 Wm. Cramp & Sons......... 65.2 67.8 
Lamson .... 700 28 Wilsr, (Crary & S@@Gs00000006 63.8 66.3 
Preston) 2.22 700 28 New York Shipbuilding Co... 59.3 60.2 
Flusser ..... 700 28 IEW Iie \WVOdS5 60005000000 55.3 60.6 
Reidy 700 28 Bathelron works 54.6 60.0 
Paulding ... 742 2934 Bath Iron Works: ..2.. sce. 3.7 5.0 
Drayton .... CB ODA  lekerin Irom \WWOdRLboccoddoo00 3.7 5.0 
Roeweereeeane 742 2914 Newp’t News Shipbuilding Co. 10.2 17.6 
LER? ocoood 742 29%4 Newp’t News Shipbuilding Co. 9.5 ily(al 
Perkins .... 742 29% Fore River Shipbuilding Co... 6.7 11.7 
Sterrett ..... 742 29% Fore River Shipbuilding Cis my no. MS 11.7 
McCallie 742 29%%4 New York Shipbuilding Co... 5.8 8.2 
Burrows .... . 742 291%4 New York Shipbuilding Co... 5.8 8.1 
Warrington... 742 29% Wm. Cramp & Sons..:...... 6.2 8.4 
Mayrant .... 742 2994 Wm. Cramp & Sons......... 6.5 8.1 
SUBMARINE TORPEDO BOATS. 

Stingray .... Fore River Shipbuilding Co.. 69.9 77.5 
arpon Fore River Shipbuilding Co.. 71.0 76.2 
Bonita Fore River Shipbuilding Co.. 68.4 71.5 
Snapper Fore River Shipbuilding Co.. 65.6 71.0 
Narwhal Fore River Shipbuilding Co.. 70.0 74.4 
Grayling Fore River Shipbuilding Co.. 64.7 70.7 
Salmon Fore River Shipbuilding Co.. 61.3 64.2 
eal jeeciee Newp’t News Shipbuilding Co. 0.0 4.6 


ENGINEERING SPECIALTIES. 


A Loose Pulley Oii Cup. 


The Lawson Manufacturing Company, Buffalo, N. Y., has 
placed on the market a new oil cup for keeping loose pulleys 
constantly oiled while in operation. The cup consists of three 
distinct parts—a body, piston or plunger, and an oil-tight 
cover, all parts being made of a special Swiss brass, highly 
polished. 

The cup is filled with ordinary lubricating oil by unscrewing 
the cover after making sure that the plunger is pushed clear 


down. After the cup has been filled, the cover is then re- 
placed and the device is ready for use. A stem with standard 
threads screws into the hub of the pulley. When the pulley 
begins to revolve, centrifugal force causes the piston in the 
cup to force itself upward, thus forcing the oil to fow down 
through the by-pass to the shaft on which the pulley is 
revolving. The flow of the oil is controlled by a screw which 
must be regulated according to the speed of the pulley. When 
the pulley stops, oiling ceases at once, but begins again just as 
soon as the pulley is started. The cup is made in two sizes, 
one for pulleys having diameters from 6 to 12 inches, and the 
other for pulleys having a diameter above 12 inches. 


Dallett Air Compressors. 


A line of air compressors built by Thos. H. Dallett & Com- 
pany, Philadelphia, Pa., shows many excellent and unique ideas 
in design. These compressors are designed so that all parts 
requiring adjustment or renewal are readily accessible, and by 
using a liberal amount of metal, rigidity in operation is in- 
sured. The capacity of any compressor may be increased by 
replacing its air cylinder by that of its next larger size. 

The frame is of the open-fork center crank type. The 
duplex belt, duplex steam and single steam machines are sup- 
ported on a deep, rigid sub-base, thus making the entire ma- 
chine self-contained. The main bearings are lined with a high 
grade of Babbitt metal, which is poured into dove-tailed re- 
cesses and well pinned in to prevent shrinkage. Lubrication is 


effected by sight-feed devices, gravity or a force-feed system, 
drainage being provided for all drips from the guides, 
stuffing-boxes and the crank pit. 

The steam cylinder and valve gear of the steam-driven 
machines are well suited to the operation of compressors, giv- 
ing high efficiency with little attention. The clearance has 
been reduced to a minimum. A plain D balanced slide valve 
is used on the small and medium-sized machines, while the 
Meyer balanced, adjustable, cut-off valve is used on the large 
machines. The rocker arms on all valve gears are adjustable 
to compensate for wear. On the steam-driven machines, the 


governor is equipped with a safety-stop device, which stops 
the machine on a breaking of the governor belt. The gov- 
ernor pulley is placed on the end of the shaft outside of the 
fly-wheel on the single machine, thus bringing the fly-wheel as 
close to the bearings as possible, and also preventing oil or 
grease, thrown by the eccentric, from getting on the governor 
belt. A reducing valve is used on the duplex compressors with 
compound steam cylinders, which reduces the live steam pres- 
sure for use in the low-pressure cylinder. If the high-pressure 
side stops on the dead center, live steam is fed to the low- 
pressure cylinder through the reducing valve for starting. 
The live steam is taken into the low-pressure side only when 
starting, otherwise the operation is identical with any com- 
pound machine. 


APRIL, IGOQ. 


International Marine Engineering 


157 


The air cylinders are of special hard, close-grained iron, 
and each is thoroughly tested under hydraulic pressure of 
200 pounds before assembling. “The clearance space is reduced 
to a minimum, and all heads and cylinder walls are thoroughly 
water-jacketed. Oil is fed directly into the intake passage, 
and the suction carries it into the cylinder in the form of a 
fine spray. 

The cross head is a new type box pattern, mad@ of semi- 
steel. The shoes are adjustable and have large bearing sur- 
faces. The upper shoe is lubricated by a sight-feed lubricator, 
and the lower one runs in oil. One of the features of this 
design is the side openings, which allow easy access to the 
binder nuts. The intake valve, of the automatic poppet type, is 
contained in a malleable iron cage. The cage is one piece, and 
combines both seat for the valve and guide for the valve stem. 
The cage is threaded, and screws into the wall of the air- 
intake chamber only, and is simply seated in a recess on the 
main cylinder wall. The valve proper is a special alloy 
hardened steel, with seat and stem ground to gage. The 
valve spring is of phosphor bronze. To eliminate the shear- 
ing off or loosening of valve spring holders, the “Dallett” 
spring holder comprises a split taper ring set into a recess on 
the valve stem, and held together by means of a solid taper 
ring slipping down over it. The hammering of the valve on its 
seat tends to tighten the spring holder on the stem instead 
of driving it off. The discharge valve is of the automatic 
poppet type, contained in a valve cage of malleable iron. The 
method of seating in the cylinder and locking to its seat is 
identical with that of the intake valve. 

The inter-cooler plays a very important part in the ecb- 
nomical operation of a two-stage machine. The “Dallett” 
inter-cooler employs the return-flow type of water circulation, 
using baffle plates to deflect the. flow of air and in its 
effectual contact with the cooling tubes. The nest of cooling 
tubes may be removed intact from the inter-cooler box with- 
out disturbing any of the piping, as urlions are supplied. 

Automatic regulation of the supply of air is secured by an 
unloading device. When a certain determined pressure is 
reached in the air receiver, one or more inlet valves are held 
open, and the load is taken off the compressor, allowing it to 
run light until the pressure drops in the receiver, upon which 
the valves are released and air compression is resumed. On 
the steam machines a combined speed and pressure governor 
is used. 25 ; 

The Dallett compressors are built in sizes ranging from an 
8-inch stroke up to a 16-inch stroke, giving a range of capacity 
from 79 cubic feet of free air per minute to 1,200 cubic feet. 


A New Automatic Wrench. 


The Webb & Hildreth Manufacturing Company, 9 Forest 
street, Gloversville, N. Y., recently placed on the market a 
new type of automatic wrench, which can be quickly adjusted 


The Jones Underfeed Mechanical Stoker. 


Economy in fuel, steady steam and increased efficiency, 
saving in labor and the abatement of smoke are the principal 
advantages claimed for the Jones underfeed mechanical 
stoker, manufactured by the Underfeed Stoker Company of 
America, Detroit. 


For several years stokers of this type have 


been successfully used on land, but it is only recently that the 
marine stoker has been developed. All the advantages se- 
cured in sationary installation are obtained on board ship, with 
the added advantage that some of the hardest labor ordinarily 
performed on shipboard is eliminated. As shown in the 
illustration, coal is fed into the hopper, and from there forced 
by a ram underneath the fire. The ram is operated by a 
piston working in a steam cylinder. Due to the limitations of 
space on board ship, the regular type of Jones stoker has 
been modified by shortening the cylinder and ram case, effect- 
ing a reduction of nearly 18 inches in the length of the ex- 
ternal parts. The internal construction remains the same as 
in the standard type of stoker. 

Jones stokers have been installed on a number of large 
lake steamships with favorable results. On the James E. 
Davidson, of 6,206 gross tons, it is claimed that these stokers, 
in connection with Niclausse boilers, effected a saving of 25 
percent in coal consumption, while on the Eugene Zimmer- 
man, of 5,630 gross tons, fitted with Scotch boilers, it is 
claimed that the fuel bill for a single season was $1,000 less 
than that of a sister ship hand fired. Furthermore, the vessel 


pat tee 


for use on pipe, nuts, lag screws, etc. As shown by the illus- 
tration, the wrench is simply constructed and convenient to 
handle. It is claimed that the wrench is perfectly reliable. 


was able to carry six thousand tons more cargo on each round 
trip, and traveled 1,000 miles more than her sister ship during 
the season. 


158 


International Marine Engineering 


APRIL, 1909. 


A Patent Overload Detector for Cranes. 


The illustration shows a patent overload detector for 
cranes, manufactured by Samuel Denison & Sons, Hunslet 
Foundry, Leeds. This apparatus is intended to form a per- 
manent part of the crane chain, and not to be detachable at 
will. 

The detector gives instantaneous warning if a load greater 
than that for which the crane was designed is lifted, even if 


it is only 1 inch off the floor. With this attachment, there- 
fore, there can be no excuse for a workman to damage an 
expensive crane equipment by overloading or working it be- 
yond its capacity. Not only is damage to the crane pre- 
vented, but serious accidents in the shop are likewise 
eliminated. 


An Improved Ejector. 


In the improved ejector manufactured by the Lunkenheimer 
Company, Cincinnati, Ohio, the tubes are made of a very hard 
grade of bronze, especially adapted for the severe service to 
which ejectors are generally subjected. They are screwed into 
the body of the ejector instead of being secured by means of 
unions. The latter is the method generally employed, but it 
has been found that tubes become lost or damaged when re- 


moving the union; therefore the improved method of con- 
struction has been adopted. It is claimed that this ejector is 
especially economical because of the improved shape of the 
tapers inside the tubes, which require a less amount of steam 
for lifting a given quantity of water than other types of 
ejectors. To operate the device it is only necessary to turn the 
steam on full head, and after getting the flow of water estab- 
lished the steam can be throttled to a very low degree. As 
shown by the following tables, the ejector is capable of lifting 
water at a high temperature to a great height, and also forcing 
it against a great head. The ejector is made in sizes capable of 


lifting from 250 to 1,100 gallons of water per hour at 75 
degrees F. to a height of 20 feet, with a steam pressure of 50 
pounds. 

The following tables give the amount of lift, together with 
the height that the ejector will force when placed about 5 feet 
above the water level: 


LIFT OF EJECTOR GIVEN IN FEET. 
Pres., lbs.. 5 10 15 20 25 30 40 50 60 70 80 90 £100 
Lift, feet.. 3 7 II 15% 21 21 20 19 18 17% 16% 15% 14% 


Height (in feet) ejector will force when placed 5 feet above 
water level: 


FEED WATER 75 DEGREES F. 


FEED WATER 75 DEGREES F. 


Pressure, pounds....... 20 30 40 50 60 70 80 90 I00 
IBIGIE NE, EEE ooco0000000 18 28 36 46 57 66 74 84 92 


TECHNICAL PUBLICATIONS. 


Notes and Drawings of a Four-Cylinder Petrol Engine. 
By Henry J. Spooner, C. E. Size, 15 by 10% inches. Pages, 
16. Plates, 11. London, 1908: Longmans, Green & Company. 
Price, 2s. 


The author, from a long and varied experience in teaching in 
technical schools and colleges, has found that there is a great 
scarcity of drawings of complete machines, and, realizing that 
if students are to become useful draftsmen, they must not only 
become proficient in drawing details of machines, but they 
must also be be able to correctly project one view from another, 
to make additional sectional views and to exercise their judg- 
ment in deciding upon suitable sizes for the many little refine- 
ments and mingr details which would be necessary for them 
to decide in designing a complete machine. For this reason 
complete drawings of a petrol engine are given, this type of 
engine being selected chiefly from the interest which engineer- 
ing students take in all that pertains to motor engineering. For 
the benefit of those who are not acquainted with the details of 
this type of engine, the various parts and the operation of 
the engine are carefully described. 


Textbook of Theoretical Naval Architecture. By Edward 
L. Attwood. Size, 434 by 7% inches. Pages, 458. Figures, 
145. Plates, 5. London, 1909: Longmans, Green & Company. 
Price, 7/6 ($2.50). 

The fact that five editions of this book have been called for 
since it first appeared in 1899 gives a good idea of the value of 
the work. It was originally written in order to provide 
students and draftsmen engaged in shipbuiders’ and naval 
architects drawing offices with a convenient textbook which 
would explain fully the ordinary calculations pertaining to ship 
design. The book is not confined, however, to a description 
of elementary calculations, for the latter part of the book is 
intended to serve as a textbook for the theoretical portion of 
the examinations of the Art and Science Department in Naval 
Architecture at the Royal Naval College, Greenwich. 

A yaluable feature of the book is the large number of ex- 
amples given in the text and at the ends of the chapters, by 
means of which the student can test his grasp of the principles 
and methods described in the text. Most of these examples 
have been taken from actual drawing-office calculations, so 
that the student may get a good idea of the sort of work which 
will be required of him in such an office. 

There are eight chapters, dealing, respectively, with areas, 
volumes, weights, displacement,” etc., moments, center of 
eravity, center of buoyancy, displacement measurements, etc., 
conditions of equillibrium, transverse metacenter, moment of 
inertia, metacentric height, etc., longitudinal metacenter and 
change of trim, statical and dynamical stability with calcu- 
lations of weights, strength of butt connections, stresses in ship 
structures, and resistances and propulsion. 


‘APRIL, IGO9O. 


International Marine Engineering 


159 


ee 


The Story of the Submarine. By Col. C. Field. Size, 54 
by 8 inches. Pages, 304. Over 100 illustrations. London, 
1908: Sampson Low, Marston & Company, Ltd. Price, 6s. 


($2.00). 

A large part of this book is of an historical nature, describ- 
ing the early development of submarine boats and other ap- 
paratus. The book does not claim to be a work of reference, 
but is rather intended to satisfy the curiosity of the casual 
reader. Technicalities and diagrams which would be of value 
in a scientific work are, therefore, omitted, and the various 
phases of submarine warfare are described in a very general 
way. Perhaps no branch of marine engineering has appealed 
so much to the imagination of inventors as submarine naviga- 
tion. At any rate, the great number of impractical and amus- 
ing schemes which have been evolved will readily appeal to the 
imaginative reader, affording him entertainment if not in- 
struction. 


Suction Gas Plants. By C. Alfred Smith, B. Sc. Size, 
514 by 7%4 inches. Pages, 198. Illustrations, 55. London, 
1909: Charles Griffin & Company, Ltd. Price, 5s. net. 

Recently a special course of three lectures on suction gas 
plants was given at the East London College. This course 
aroused such widespread interest that numerous requests were 
made for the publication of the subject matter. This work, 
therefore, includes the text and illustrations of these three 
lectures, the first lecture taking up the details of construction 
of apparatus, the production of steam, fuel and testing. The 
second lecture describes the operation of typical plants and 
the application and uses of suction plants. The third lecture 
describes plants for special purposes, pointing out the advan- 
tages and disadvantages of a suction gas plant, and giving 
some data on the cost of gas production. The book undoubt- 
edly comprises the most complete treatment of suction gas 
plants which has yet come from the press. 


Les Flottes de Combat en 1909. By Commandant Balin- 
court. Size, 6 by 434 inches. Pages, 751. Figures, 357. Paris 
and Nancy, 1908: Berger-Levrault & Company. Price, 5 
francs. 

The previous editions of this book have been carefully re- 
viewed in our columns, so that an extended description of the 
work is unnecessary. This is the eighth edition, and com- 
prises the usual features which are incorporated each year, 
namely: the illustration and description of the principal fea- 
tures of all important warships in the world, classified accord- 
ing to the nations to which they belong. The illustrations 

consist of line drawings, showing the outboard profile and the 
deck plan of the vessels, indicating the positions of guns and 
armor as well as the size of guns and thickness of armor. A 
description of each vessel includes the principal dimensions, 
horsepower, speed and steaming radius, the number and size 
of the guns carried, and the extent and thickness of armor. 

A new feature which has been introduced into the present 
edition is a recapitulation of the naval strength of each 
country, in which the total displacement and number of guns 
of different sizes are given for each class of ships in the navy. 
This affords an opportunity for the reader to obtain at a 
glance an accurate idea of the comparative sizes and offensive 
powers of the different navies of the world. 


OBITUARY. 


Ervin Saunders, vice-president of D. Saunders Sons, Inc., 
died at Yonkers, N. Y., Wednesday, February 17. 


Henry Bausch, second vice-president of the Bausch & 
Lomb Optical Company, died at Augusta, Ga., March 2. Mr. 
Bausch has been identified with the Bausch & Lomb Optical 
Company during his entire lifetime, his father having been 
one of the organizers of the business. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent’ atorney, Loan & Trust Building, Washington, 
ID, 


865,364. 
WASH. 

Claim 3.—In combination with a shaft, two propellers, each consisting 
of a hub having oppositely flattened surfaces and with two helical blades 
extending from the remaining opposite sides of the hub in diverging 


PROPELLER. FREDERICK A. DOUSE, OF SEATTLE, 


cunyed lines and increasing in pitch and likewise in width toward their 
ree end and arranged upon the shaft and with the blades extending in 
opposite directions, Three claims. 


908,690. DIVING GEAR OR THE LIKE. ALOIS NEUBERT 
INCORPORATED, OF NEW YORK NY a CONOR ON Oe 
NEW YORK. 5 , N. Y., A CORPORATION OF 
_Claim 1.—In a diving apparatus or the like, the combination of an 
air tube through which the air is led to the operator, and a trap con- 
nected with such tube and adapted to receive moisture therefrom, such 
trap comprising an enlarged chamber into which such tube leads, where- 
baguhe moisture cannot follow the tube to the operator. Twenty-three 
claims. 

909,068. GOLD DREDGE. HORACE J. CLARK, OF CHICAGO 
ILL., ASSIGNOR TO CLARK DREDGE MANUFACTURING COM: 
PANY, OF CHICAGO, ILL., A CORPORATION OF MAINE. 

Claim 1.—In a dredge, the combination with a hull having a longi- 
tudinally extending channel opening, of a scoop arm pivotally mounted 


in said opening Satemmediate of the ends of the hull, and an oscillating 

scoop upon the free end of said arm adapted to discharge upon one end 

of said hull. Twenty-seven claims. 

wine PROPELLER. EDMUND D. SPEAR, OF BOSTON, 
Claim 2.—A propeller comprising a hub and a plurality of blades, each 


of which has a driving surface in the form of a convexed conchoidal 
curve extending transversely thereof. Two claims. 


910,899. REVERSING PROPELLER. OLIVER A. BOWERS, OF 


“MILFORD, MASS., ASSIGNOR TO C. F. ROPER & CO., OF HOPE- 


DALE, MASS., A FIRM. 

Claim 1.—A shaft adapted to be rotated in one direction at a sub- 
stantially uniform speed, a propeller mounted thereon comprising two 
oppositely located and angularly-movable blades, and a single means to 
reverse the angularity of said blades and connected with both, said 
means operating to turn one blade to full reversed position while hold- 
ing the other blade in its original position and thereafter turning the 
last-mentioned blade to its full reversed position while the first-named 
blade is maintained in full reversed position. Nine claims. 


1690 


909,468. HYDROPLANE BOAT. 
LEGE HILL, OHIO. 

Claim 2.—In a hydroplane boat, the combination of a normal sup- 
porting body, hydroplane frames pivoted thereto, said hydroplane frames 
comprising hydroplanes, a pivoted manipulating drum, and flexible con- 


LOWE E. SIMPSON, OF COL- 


nections between said drum and hydroplane frames whereby said hydro- 
plane frames may be simultaneously swung about their pivots by re- 
volving said drum, and whereby said hydroplane frames may be manipu- 
lated by swinging said drum upon its pivot. Seven claims. 


909,548. DREDGING APPARATUS. JULIO CARLESIMO, OF 
BUENOS AYRES, ARGENTINA. i. 

Claim 1.—In a dredging apparatus, a suction device comprising an 
outer conduit, a conduit mounted within the latter forming a chamber, 


means to supply a lubricant to said chamber, and means to inject the 
lubricant from said chamber onto the material passing through the 
inner conduit. Five claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


19,958. TURBINES. A. FAYWISCHEWITSCH, MITTWEIDA, 
GERMANY. 

A turbine comprising alternate sets of fixed and movable blades or 
disks is reversed by coupling the fixed blades to the shaft, and at the 
same time uncoupling the previously movable blades and clamping them 
to the casing. The shaft is provided with conical wheels having screw 
threads on their surfaces adapted to engage with the screw threads pro- 
vided on the interior surfaces of the hubs of the disks, the adjacent 
cones being oppositely inclined. The alternate disks are in engagement 
with the shaft, the others being free from the screw threads on the 
wheels and held stationary by clutches passing through the casing. The 


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clutches are actuated by rings outside the casing, the rings having cam- 
slots which actuate the clutches when the wheel is turned. The clutch 
may engage with a groove in the peripheral edge of the disks and is 
forked at its outer end, the forked members being joined by a bolt 
which passes through the “cam-slot in the disk. Similar rings with 
oppositely-inclined cam-slots are provided for the clutches which hold 
the alternate disks when the engine is reversed, the inertia of the shaft 
causing it to continue to rotate after the disks are stopped by the 
clutches. The shaft thus unscrews itself from the hubs and is then 
given the necessary longitudinal movement to cause it to engage with the 
other set of hubs. The remaining disks are simultaneously released 
from the clutches. A special coupling connecting the main shaft with 
the driven shaft allows the necessary longitudinal movement to be 
given by a lever without breaking the connection. The clutch-actuating 
rings may be connected together, so that one movement causes the 
engagement of one of the sets of clutches and the disengagement of the 
other set. 


20,180. TURBINES. W. B. MILLER, CHRISTCHURCH, NEW 
ZEALAND. 

A duplex inward-flow turbine is constructed as shown. Steam from an 
annular chest is delivered by nozzles upon gouge-shaped rotor blades on 
each side of a disk and exhausts in an axial direction into a chamber. 


International Marine Engineering 


APRIL, 1909. 


The nozzle ports are formed in an annular partition and are controlled 
by a slide ring-valve actuated by a rack and pinion, the spindle of the 
pinion being provided with a hand wheel outside the casing. Rings 


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secure the outer edges of the blades, and alternate blades are shortened 
to provide a free exit for the steam. The joints and bearing faces are 
made steam tight. Several forward engines and a reversing engine 
may be arranged on the same shaft. 


20,274. SCREW PROPELLERS. H. PAWLIK, BUDAPEST. 

Relates to mechanism for varying the pitch by turning the blades in 
their settings. _ Each blade carries a stud in a guide piece moving in 
the curved guide slot of a slide capable of being longitudinally dis- 
placed along the propeller shaft. The blades are journaled in that part 


“tf 


of the boss outside the slide by means of a thickened end of the blade, 
which is retained by caps and has its bearing in shells. Owing to the 
curved shape of the slots the movement of the slides necessitates a.slight 
transverse motion of the studs relatively to the slide. 


US BOAT-RAISING GEAR. S. HANCOCK, WEST BRIDG- 
The boat davits have the lower ends bent at an angle to the upper 


parts and are supported on rollers moved in a slot in a frame by a 
screwed spindle. Radius bars mounted on a pin are attached to the 


lower end of the davits, and when the davits are outboard the radius 
bars are horizontal and the lower ends of the davits vertical. The fall 
of the boat tackle is led through a guide and round a sheave on the 
davit trunnion, causing the boat to be slightly raised as the davit 
travels outboard. 


21,429. SHIPS’ HULLS. A. JAKOBSEN AND G. HUGHES, 
GRIMSBY. 


grooves run the full length of the ship and lead into a recess or open 
chamber extending upwardly into the stern beyond the end of the keel. 
The grooves are stated to add to the ship’s stability and prevent excea- 
sive rolling. 


INDEX) KT) 


International Marine Engineering 
MAY, 1909. 


THE BATES ELECTRICALLY DRIVES HYDRAGH 


A Bates hydraulic dredger was recently constructed by the 
Société J. Cockerill at their Belgian works at Liege for the 
Russian government. The arrangement of the engines, pumps 
and electric generators, as well as the cutters and cutter 
mechanism, is shown in Fig. 2. The dredge is constructed in 
two parts, forming a double dredge, or the equipment may be 
considered as two separate dredges working side by side. The 


NN 


Woower each, and two stern motors, 
riving a 4- propeller. The electric generators 

two Maps - o-horsepower capacity, arranged 
ing: fhe posttig’ of the pontoon line, although the 
lighting is by a separate electric plant. The control of 
all the electric motors is centralized in the pilot house, where 
the panel switchboard, rheostat, compensators and other elec- 


ye W eee. ap sole me 


FIG. 1 —BATES DREDGERS, SHOWING LOCATION OF CUTTERS. 


width was limited to the canal system Marie, through 
which it was necessary for her to pass on her way to the 
Volga from the Baltic. The double dredge, operating as a 
whole, makes a cut 62 feet wide at the bottom. Each half can 
also be operated separately when desired. Each half is 9 
feet deep, 216 feet long and a trifle over 31 feet wide. The 
working draft is less than 5 feet. 

It is interesting to note that the Volga dredge was con- 
structed for electric propulsion and operation. Each half was 
equipped with an independent electrical installation consist- 
ing of a 600 kilowatt dynamo direct connected to a triple ex- 
pansion engine. The current from these generators operates 


tric appliances are installed. There is also an electrical pro- 
jector or searchlight mounted above the pilot house for night 
work, arranged to be controlled from below, so as to be easily 
directed wherever desired. 

Each generator is driven by an engine of the vertical marine 
triple expansion type, with three cylinders working on three 
cranks. The stroke is 24 inches, and the high-pressure cylin- 
der measures 1414 inches in diameter, the intermediate cylinder 
2234 inches, and the low-pressure cylinder 373g inches. Each 
engine develops 800 horsepower operating at a speed of 200 
revolutions per minute and weighs about 25 tons. 

Steam is supplied from marine boilers of the watertube type, 


162 


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FIG. 2.—OUTBOARD PROFILE AND DECK PLAN OF BATES DREDGER, SHOWING LOCATION OF PUMPS AND PROPELLING MACHINERY. 


May, 1900. 


a battery of four boilers being provided in each hull, making a 
total of eight, with a heating surface of 17,200 square feet. 

The main centrifugal pump is driven by a divided triple ex- 
pansion engine of 1,425 horsepower operating at a speed of 
180 revolutions per minute. Each hull is built entirely of 
steel, and near the bow are recesses for the suction ladders 
and their bearings. The pipe pontoons are elliptical air 
jackets, reversible, and said not to be easily affected by cur- 
rents, waves or wind. Metal joints were used, as these do not 
obstruct the discharge stream as much as rubber connections. 
There are four cutters actuated by each pair of compound 
cutter engines, . 

The propulsion of the dredge is accomplished by screws, 
driven by electric motors, the system adopted being three- 
phase alternating current. The 600-kilowatt electric gen- 
erator in each hull is of the 24-pole General Electric type, 
operating at a pressure of 550 volts. These generators each 
take 800 horsepower, and at a speed of 200 revolutions per 
minute supply a current having a frequency of forty periods 
per second. The four motors of 125 horsepower each on the 
dredge, and the two on the end pontoon supplied with car- 
rent from these generators, are of the 12-pole type, operating 
at a speed of 400 revolutions per minute. Each motor drives a 
four-bladed propeller, two at the stern and two well forward 
in the recesses of the hull. The two pontoon motors are of 
the 10-pole type, having a capacity of 30 horsepower each, and 
operating at a speed of 480 revolutions per minute. Each of 
these motors has its rotor shaft directly coupled to propeller 
shafts carrying three-bladed 20-inch screws. 

The large motors have collector rings and external variable 
resistance in the armature circuit. The cooling system for this 
resistance is of interest. The wire is wound on an insulated 
copper pipe 42 feet long for each motor carried on a frame 
on 5-foot lengths, with fittings at the ends of the pipe. An 
electrically-driven rotary pump forces through this pipe 15 
gallons of water per minute and in this way keeps the tem- 
perature of the resistance wire within the proper limit. A 
separate rheostat of this type is provided for each of the 
four large motors. 


DESIGN OF HULLS FOR HYDRAULIC CUTTER 
DREDGES. 


BY E. N. PERCY. 


The design of hulls for sea-going dredges of both the older 
types and of the newer, Fruhling, system is fairly well stand- 
ardized; particularly as this class of machine is built very 
much like a steamship; in fact many of them are converted 
steamships. ; 

The hull of the cutter or inland type of dredge is open to 
discussion and improvement, hardly any two being alike in 
design and bracing, and all, so far as observed, lack some de- 
sirable feature of strength or form. Ordinary scow con- 
struction is wholly inadequate, as, besides carrying the load 
of machinery, etc., the hull is subject to tremendous racking 
strains, which should be analyzed and provided for. Further- 
more, the disposition of the machinery and the construction 
of the ladder does not permit of scow construction. The 
present form of dredge is often built like a box, braced with 
bridge trusses; without knees, longitudinal keelsons, or other 
accepted methods of shipbuilding; and such construction has 
never failed to give trouble. Steel dredges, while stiffer, cost 
a great deal to maintain, are noisy, and more easily damaged 
by grounding or collision. Still, on account of their stiffness 
and compactness, there are many arguments in their favor. 

To consider the various requirements of a dredge hull, one 
must analyze the work to be done. In the matter of draft, it 


May, 1900. 


International Marine Engineering 


163 


rn ee EEUU EEE EE IESE SEUSS SS 


is well, on the one hand, for them to be as shallow as pos- 
sible, as many large remunerative contracts call for a machine 
of less than 8 feet draft; and many small contracts require 
less than 5 feet. 
towed from place to place, and be seaworthy, it is advisable 
to have more draft. The breadth should be kept down to 
allow of contracts for narrow canals and channels, yet for 
seaworthiness it must be fairly large. The length seems to 
be about the only dimension in which there is some latitude, 
but this must not be extreme, because of strength, and the 
possibility of working around sharp corners in narrow chan- 
nels. 

Their general strength fore and aft is a plain problem of 
hull design, as is also the strength of decks, laterals, etc. Too 
many dredges are designed by civil engineers or bridgemen, 
with the result that mistakes and defects develop which would 
not have been made if an expert marine hull designer had 
handled the job. A dredge hull should be constructed along 
marine lines, with its own special bracing, and not like a box 
or a tank or a bridge, without knees, keelsons, frames, scarfed 
joints or other recognized methods of ship carpentry and 
construction. The particular points of stress to be handled 
very carefully are the foundations under the machinery, the 
thrust of the ladder, the bending moment of the ladder length, 
tending to shear the dredge or distort it around a longitudinal 
center, the twisting moment of the ladder, the strains exerted 
by the winding machinery, the strains around the spuds and 
the towing bits for towing at sea. 

A pit is usually made for the pump and engine, or if the 
engine is belted, for the pump alone. This pit is boarded up 
on all sides to the water level to prevent the sinking of the 
dredge in case the pump bursts or leaks badly. 

In regard to towing ability and seaworthiness, some note 
must be taken of the stability, freeboard and strength of 
housing. The hull should be either pointed or flared forward, 
and provision made for positive support of the ladder in a 
heavy seaway. Also, some provision should be made for 
draining and pumping while at sea. 

The choice of materials is the first thing to decide. A steel 
hull costs from 30 to 40 percent more than a wooden one of 
the same size. It is stronger and longer lived, but requires 
great care and frequent docking. It has been suggested to 
use a composite hull with a steel frame and wooden planking 
or sheathing. This has never been tried except with steam- 
ships, but seems to work very well in their case. 

In taking care of the various special strains, there must be 
provision for each, not a general heterogeneous, hit-and-miss 
bracing. Under the boilers, engines and pumps should run 
continuous stringers or keelsons. These should not be stopped 
at the end of the machinery space, as the hull will develop a 
weak point there. They should extend from stem to stern, 
either as part of the hull or built up on the bottom frames. . 

In the writer’s opinion, no machinery should be on the 
upper deck, except light self-contained apparatus, such as tools, 
electric light plant, etc. Main engines or winding machinery 
placed there tend to distort the hull, open seams and cause vi- 
bration that would not occur if they were on heavy bedplates 
resting on the keelsons or frames. As the winding machinery 
is obliged to be on a level with the deck, the least that could 
- be done would be to connect it rigidly to the bottom of the 
dredge with structural work or a bedplate, instead of putting 
in a few stanchions. 

The thrust of the ladder is equal to twice the greatest pull 
exerted by the winding drums and should be distributed by 
girders extending from the ladder supports to all parts of the 
hull, taking care that it is not concentrated on any one point. 
These same girders should be attached to the winding gear 
bedplate, with ample provision for thrust fore and aft of the 
bedplate. The side bending moment of the ladder is a maxi- 


On the other hand, that the dredge may be - 


mum when the two spuds are down, and the moment is from 
the point where the cable leaves the cutter sheave to go ashore 
to the center of either spud. It tends to distort the hull be- 
tween the spuds, and has been known to split it wide open. 
As can be seen, the moment is large and the condition can 
easily occur. The lateral flexure of the hull is not an im- 
portant item in ordinary designs, but the strain between the 
tow spuds is best taken care of by connecting them with two 
girders, lying in the plane of the upper and lower decks re- 
spectively, and connecting these girders to the two vertical 
girders extending from the foot of the ladder. The placing 
and bracing of towing bits is too well known to need descrip- 
tion. 

In many respects there is no reason why a dredge should not 
follow the lines of steamship design. Few have adequate 
drainage apparatus, and their hulls deteriorate accordingly. 
Usually a siphon or two and a pipe from some pump are the 
complete outfit. If the space between frames cannot be 
drained, it should be filled up with wood or cement, and a 
regular drain pump sucking from carefully built sumps put in. 
The frames often decay first, because of being alternately 
wet and dry. As the ladder and headframe are very heavy, 
also the end of the hull containing the cutting and winding 
gear, lever house and suction pipe, the displacement is con- 
siderable, and to maintain trim, two branches or extensions 
of the hull run out alongside the ladder. 

The ladder consists of two heavy I-beams, connected by 
saddle plates. Under the plates is the suction pipe. Above it 
the shaft to the cutter. The construction is tapering. At 
the end is the cutter and suction head. At the upper end are 
the trunnions in which the ladder sits. Usually the suction 
pipe turns in through the center of this trunnion, revolving 
with the ladder in a stuffing box; but some makers, particu- 
larly for small dredges, use a ball joint or flexible piece of 
hose leading in a straight line to the pump. Through the center 
of the other trunnion comes the drive shaft from the cutter en- 
gine. Many dredges place the cutter engines directly on the 
ladder, connecting pipes with ball joints. It is open to dis- 
cussion as to which is the best method. The ladder is sup- 
ported by a tackle, sheaves being at two or three points on the 
ladder to reduce flexure and keep the cutter shaft in line. 

The frame over the ladder for lifting it, and the method by 
which its strains are distributed to the hull, is an important 
hull detail. In small dredges it may be a simple A-frame or 
shear. In larger ones, with a long heavy ladder, and hoisting 
sheaves at two, three or four points, it assumes some of the 
complications of structural engineering. Usually the frame 
rests on the fore-and-aft girders, and should have consider- 
able bearing area, as the ladder at one end, boilers at the other, 
and the upward component of buoyancy act on the dredge with 
a definite bending moment to produce flexure. 

Few lever rooms are designed correctly. The levers should 
be self-contained, whether connected or not. The throttle of 
the cutter and winder should be placed so it can be used while 
watching the cutter board. The windows should be very low, 
not higher than 2 feet from the floor, so the operator can 
stand well back and still see the ladder. Instead of a gong, 
the best dredgers now have regular telegraph to the engine 
room, and telephone connection with the pipe-line crew. In- 
struments for sighting are provided, showing instantly the 
angle of swing and width in feet. Several instruments show- 
ing the position of the cutter have been invented, but are not, 
as yet, very reliable. The lever room should have windows on 
all sides, as the operator. should be able to see, not only his 
ladder, but the spuds, the pipe line, the bank, approaching craft, 
the weather, and anything else tending to keep him properly 
informed. 

Many dredges still provide quarters for the crew on board, 
but it is a poor place to live, on account of the noise and dirt, 


164 


and most firms now use a separate boat to house the men. 
Among the details to be provided for, or at least con- 
sidered, are boarding ladders, fire protection, boat davits, 
chocks and bits for scows, tugs, etc., coal and yentilation 
hatches, ladders and gratings. It is becoming customary to 
provide an auxiliary engine room for all auxiliaries, instead 
of distributing them all over the dredge. This includes feed 
pumps, air pumps, circulating pumps, bilge pumps, water- 
service pumps, dynamo engine, cutter engine and oil pumps. 
The winder engine, of necessity, is on deck? Provision must 
also be made for electric wiring, as electric lights, and in 
some cases electric auxiliaries, are becoming a greater neces- 
Searchlights and are lamps are used on the 
more advanced designs. Incandescent Nghts are used on 
small dredges, but are inadequate, as a rule, because they 
are so irregularly operated. Tanks for fresh water, feed 
water, wash water, oil, waste and grease must be provided. 
Painting specifications should be as carefully written as for 
a steamship hull. 


sity every day. 


International Marine Engineering 


May, 1900. 


AN EIGHT-YARD DIPPER DREDGE FOR THE 
CUBAN GOVERNMENT. 


A large dipper dredge, which involves some novel features, 
was built by the American Locomotive Company for the Cuban 
government and delivered in the harbor of Havana in Decem- 
ber, 1907. The dredge was built and erected complete and in 
working order (with the exception of the deckhouse) in the 
James River, at Richmond, Va., and tested under steam. Upon 
the conclusion of the test the A-frame, boom, spuds, etc., and 
all external parts were dismounted and securely stowed on 
board, and the dredge made ready for sea. It was then towed 
to Havana. without mishap, and the external parts re-erected. 

The hull is of steel 125 feet long with a beam of 42 feet 
and a depth of 12 feet at the bow. It is built in a very sub- 
stantial manner, and stiffened internally with two longitudinal 
steel trusses, which do not, however, extend above the level 
of the deck. The truss is built into the hull in such a way 
that the steel deck forms part of the strength of the top chord 


THE PELUSE, LARGEST SEAGOING BUCKET DREDGE AFLOAT. 


THE BUCKET DREDGE PELUSE. 


What is said to be the largest bucket dredge afloat has 
recently been delivered by Lobnitz & Company, Ltd., of Ren- 
frew, to the Suez Canal Company, Port Said. The Peluse 
is a twin-screw, seagoing dredge, 305 feet long over all, 
with a molded breadth of 47 feet and a molded depth of 20 
feet 2 inches. The hull is amply sub-divided by watertight 
bulkheads to render her practically unsinkable in case-of col- 
lision. The vessel is classed by the Bureau Veritas in their 
highest class. A steel deck, sheathed with teak, is fitted 
throughout, and there is a raised forecastle at the bow and 
raised poop at the stern. 

The main propelling engines have a total indicated horse- 
power of 1,800, and the separate dredging engine 600. The 
latter is of the three-crank design, placed on the main framing. 
Steam is furnished by three Scotch boilers, each 15 feet 
diameter and 10 feet 7% inches long. Hydraulic power is 
used for all the auxiliary machinery and Lobnitz patent hopper 
door arrangements are fitted. A separate condensing plant is 
fitted for all the machinery. The dredging depth of the vessel 
is between the limits of 20 and 50 feet below the water level. 


of the truss, and, in fact, all the strength of the hull is in its 
main body, no headframe or other superstructure being used 
for the support of any of the working parts. 

The boom is of steel, 44 feet long and of massive construc- 
tion. It is of the Robinson patent type, having a straight 
taper and a steel turntable, built solidly with the base of the 
boom. This type of boom has now been in service on several 
dredges for a number of years, and it is claimed has given 
good satisfaction. It has the advantage of simplicity and 
strength, while the swinging power is applied in the most 
effective way. 

The hoisting machinery consists of a main engine, haying 
cylinders 17 inches by 20 inches, double geared to a conical 
drum. The main hoisting is on the parallel system. The two 
ends of the single length of rope are attached to the opposite 
ends of the drum in such a way that the fastenings are readily 
accessible, while the middle of the rope is equalized around 
a thimble at the dipper. In this way each of the two parallel 
parts of the rope bears half of the load at all times. The 
main sheaves are of cast steel, 8 feet diameter with double 
grooves. This method of hoisting is a great improvement 
over the earlier type of direct wire rope hoist in which a 


TYPE OF DREDGE BUILT BY THE AMERICAN 


single rope of large size is used. Wire rope for hoisting 
on dipper dredges has now practically entirely superseded 
chain on account of its smoothness of working and efficiency, 
and also because it does not break without warning, as is the 
case with chain. 

The first dredge of considerable size having a direct-wire 
rope hoist was built in 1890 from Mr. Robinson’s designs, and 


International Marine Engineering 


a 


LOCOMOTIVE COMPANY FOR THE CUBAN GOVERNMENT. 


has since been largely used. The use of the single-wire rope 
is, however, attended with the disadvantage of lack of dura- 
bility, as the life of such ropes is usually not more than four 
to eight weeks. Even with such short life, however, the rope 
is preferred to chain, and under the improved system here 
adopted the full advantage of the rope is retained, while the 
durability is greatly extended. The length of life of the ropes 


LADDER AND 


DIPPER OF 8-YARD DREDGE. 


£660 


International Marine Engineering 


May, 1909. 


under this new system has not yet been determined, as the 
dredges have not been in service a sufficient length of time to 
require renewal. It is known, however, that under this system 
the ropes, when of proper quality and with machinery of 
proper design, will last at least a year. 

The next important improvement which has been made is 
in the spuds. These are of steel, 40 inches by 40 inches, and 
are of special design. Many experiments have been made 
with steel spuds, but up to the present time they have proved 
less satisfactory than wooden spuds, owing to their lack of 
elasticity and to the difficulty of withstanding the enormous 
concentrated stresses in the riveted members. When the 
dipper dredge is working in fairly deep water, the stresses on 
the spuds are very severe and concentrated at the point of 
support, so that it has been practically impossible to avoid 
shearing of the rivets or buckling of the members. This is 
especially the case where steel spuds are used in connection 
-with a steel hull. Recognizing the necessity for elasticity of 


designed by A. W. Robinson, M. Am. Soc. C. E., and built 
under the supervision of Mr. José Primelles, engineer for the 
purchasers. 


MONSTER BATTLESHIPS. 


BY SIDNEY GRAVES KOON, M. M. E. 


When England set the pace, in 1905, with the now classic 
Dreadnought of 17,900 tons, the leading naval powers were 
building battleships of 16,000 to 16,600 tons displacement as a 
maximum. Sizes had very gradually advanced to that figure 
from the 14,150 tons of the Royal Sovereign class, built under 
the (British) Naval Defense Act of 1888. In the first four 
years of the Dreadnought era, however, such has been the 
impetus given design by that famows ship that displacements 
have advanced to 19,000 tons in the Italian Mirabello and Ger- 


MACHINERY SPACE OF 


connection and the distribution of the stresses over a suf- 
ficient length of spud, a simple system of cushion supports 
has been adopted which has proved to be very successful in 
service. 

The swinging engines are located on the main deck, with 
rope leading directly to the turntable, and have g-inch by 
g-inch cylinders double geared. These engines, with the 
proper ratio of gearing, give ample swinging power under all 
conditions. 

The boiler is of Scotch marine type, 11 feet 6 inches diam- 
eter by 11 feet long, and furnishes ample steam for the dredge 
with natural draft. The dredge is fitted with all usual 
auxiliaries, including surface condensation, electric light, hand 
and steam capstans, as well as commodious crew’s quarters. 
Special attention has been paid. to ease of operation, so that 
the full work of the dredge can be maintained in the warm 
climate without fatigue to the operator. With this end in 
view all the important motions are operated by steam, and 
the dredge, as a whole, including the spuds, is under the 
direct control of the engineer. 

The dredge is named the Cayo Piedra, and was furnished 
by the Atlantic Equipment Company, of 30 Church street, 
New York, to the order of Mr. Lombillo Clark, of Havana, 
Cuba, for the Department of Public Works, The dredge was 


THE CUBAN DREDGE, 


man Ersatz Beowulf; 19,250 tons in the Brazilian Minas Geraes; 
20,000 tons in the American North Dakota; 20,250 tons in the 
British Neptune; 20,750 tons in the Japanese Huki and Rus- 
sian Peter Veliki; and now a bill has been passed by the 
United States Congress providing for the construction of two 
vessels of 26,000 tons each, at an estimated finished cost per 
vessel of $9,500,000—no more than the estimate of two years 
ago for the 20,000-ton North Dakota. Very little information 
is available concerning the design forming the basis of this — 
bill, beyond the fact that it calls for a sea speed of 20% 
knots, and a main battery of eight 14-inch guns,* presumably 
mounted in pairs in four turrets on the center line, as with 
the 12-inch guns on the 16,000-ton battleship Michigan. 

If we assume that the Michigan has been taken as a basis 
of departure, and the whole vessel expanded, as have been 
the main battery guns, in the ratio of the cube of 14/12, we 
find a marked resemblance between the figures for the new 
vessel and those for the expanded older ship. Thus, this ratio 
of 343/216, applied to the displacement of the Michigan, gives 
25,407 tons, or only slightly less than the displacement of the 
new design. Let us examine a table of weights based on those 
of our type ship: 


_* One account says twelve 12-inch 50-caliber guns, mounted in pairs in 
six turrets on the center line, all bearing on either broadside. 


International Marine Engineering 


167 


o_O 


May, 1900. 
Michigan. A. 1B. 

Hull and fittings (@))........-- 7,469 11,860 12,140 
Equipment and 2/3 stores (0). 823 1,307 1,250 
Machinery and water.......... 1,643 2,009 2,250 
Normal coal supply...-.....-: goo 1,429 1,400 
Battery and 2/3 ammunition... 1,118 1,775 2,400 
Aimomandmbackinoemnereerner 4,047 6,427 6,500 

IDIGDIAGSTVEME cococac000000 16,000 25,407 26,000 


(a) Includes protective deck. (b) Includes officers, crew and 


effects. 


The figures in the first colum represent, in tons, the weights 
of the principal component parts of the displacement of the 
Michigan. The second column shows the same figures ex- 
panded in our ratio of 343/216; while the third is obtained 
from the second, as will be explained. 

The Michigan, with 16,500 indicated horsepower, is expected 
to develop a speed of 18.5 knots. This accounts for an 


(displacement)*/*  (speed)* 
Admiralty coefficient 


horsepower 


of 244. With a hull exactly like that of the Michigan, except 
for size, the ship A, with 26,200 horsepower—the same power 
per ton of displacement—(as accounted for by the same pro- 
portionate weight of machinery) should show a speed of 19.5 
knots. For the speed to reach 20.5 knots the horsepower 
would require to be increased to 30,500. But with the larger 
hull would come increased relative ease of driving at high 
speed; and if, as must certainly be the case (as explained 
later), the relation between length and beam be largely in- 


creased, a still further small reduction in horsepower required ~ 


might be expected. Hence it is safe to assume that 30,000 
indicated horsepower, or its equivalent (say, 28,000 shaft 
horsepower, delivered by turbines), would drive the 26,000-ton 
vessel at a sea speed of 20% knots. This would call for an 
Admiralty coefficient, based on shaft horsepower, of 270, as 
compared with 273 for the North Dakota with 25,000 shaft 
horsepower and 21 knots. The turbine machinery of the 
North Dakota weighs 1,923 tons; on the same basis, turbine 
machinery of 28,000 shaft horsepower would weigh 2,154 tons. 
Allowing 96 tons reserve feed water (the North Dakota and 
Michigan carry only 66 tons), our machinery and water figures 
out 2,250 tons, as shown under ship B. This great reduction in 
machinery weight is due to the use-of the steam turbine. 

The equivalent indicated horsepower of B at 18.5 knots—the 
speed of the Michigan—would be 22,000. For this speed, 1,200 
tons of coal in the new ship would provide for the same 
steaming radius as the 900 tons which the Michigan carries 
on normal displacement. It is advisable, however, to increase 
this figure to 1,400 tons, as shown in the table, giving a radius 
abut 17 percent in excess of that of the Michigan—always as- 
suming that the power is obtained on an equivalent expendi- 
ture of fuel per horsepower per hour. 

The crew of a large ship is smaller in proportion to the 
size of the ship than is that of a smaller ship. This fact, 
affecting a number of items under the general heading of 
equipment and stores, would permit a reduction of that figure 
to 1,250 tons; which ought to permit the carrying of nearly 
or quite a full supply of stores. 

The Michigan has a secondary (anti-torpedo-boat) battery 
of twenty-two 3-inch guns. The expanded ship A would 
allow for twenty-two 3.5-inch guns. These are too light for 
effective work at the range of the latest and most powerful 
torpedoes. Six-inch guns should be used (the North Dakota 
carries fourteen 5-inch guns); and it is by no means certain 
that 7-inch guns would not be more satisfactory. Both the 
6-inch and 7-inch weapons are very handy, rapid of fire and 
sufficiently powerful for the work; but the 7-inch would haye 


a decided advantage in attacking light armor at battle ranges. 
A battery of twenty 7-inch guns could be provided, with 200 
rounds of ammunition per gun, on a weight of 860 tons for 
guns, mounts and ammunition; while the 3.5-inch guns which 
they replace would weigh 175 tons. This accounts for an 
addition of 685 tons to battery weights, bringing the figure up 
to 2,460 tons. If we decide on a secondary battery of 6-inch 
guns, we find that thirty-two may be installed on the weight 
of the twenty 7-inch guns. This would furnish an enormous 
volume of anti-topedo-boat fire. 


WEIGHT OF BROADSIDE IN POUNDS. 


Per 

Main. Secondary. Total. Ton. 

Ship B, 7-inch guns.. 11,200 1,980 13,180 0.507 
Ship B, 6-inch guns.. 11,200 1,890 13,090 0.503 
Shipy Aiea ayer 11,200 296 11,496 0.452 
North Dakota....... 8,700 420 9,120 0.456 
IWIGEIPUGKUD. cooc0c0000c 6,960 154 7,114 0.445 
Gonnecitcut eee 3,480 2,150 5,636 0.352 
Dreadnought ....... 6,800 192 6,992 0.391 


The various changes which we have made in passing from 
ship A to ship B have resulted in a slight increase in the 
weight available for armor—no more than would be necessi- 
tated for additional hull armor to cover in equal proportion 
the side of the larger ship—leaving the schedule of thickness 
the same for B as for A. But it shou!d be noted that, on our 
original assumption of an expansion in the linear ratio of 14 
to 12 from the design of the Michigan, this expansion, if we 
cover the same proportionate area of the side of the ship, 
will affect the thickness in that same ratio. Thus, the main 
belt armor may be made 14 inches thick, maximum, in place 
of 12 inches; the upper belt 11 2/3 inches in place of to inches; 
the barbette armor 11 2/3 inches in place of Io inches; the 
turret armor 14 inches in place of I2 inches front, and 9 1/3 
inches in place of 8 inches rear; and the deck armor 3% 
inches in place of 3 inches. It is probable that, in developing 
the design, slight reductions would be made in some, if not all, 
of these figures, with corresponding extension of the area 
covered by the armor protection. 

By accepting the same schedule of thickness’ as on the 
Michigan, and covering the same proportionate areas, we find 
that the requirements for armor would be 4,047 & (*/2)* = 
5,509 tons only, in place of 6,427 tons. Making some allowance 
for the increased proportionate length of the new ship, as 
compared with the Michigan, the figure may be tentatively set 
at 5,700 tons. This leaves 727 tons for additional armor, or 
additional battery, or increased fuel supply, with consequently 
augmented steaming radius, or greater engine power, with 
correspondingly increased speed. 

The armor schedule could be increased in thickness an 
average of 12% percent, or correspondingly increased in area 
covered, or both could be increased 6 percent. 

Or, as a pair of 8-inch guns, with mounts, turret, armor and 
ammunition calls for about 180 tons, eight such guns, in four 
turrets, could be provided. 

Or the steaming radius could be increased 50 percent. 

Or the shaft horsepower could be increased by 11,000, involy- 
ing a probable increase in speed from 20% knots to 22% or 23 
knots. 

As to dimensions, those of the Michigan are 450 feet length 
on waterline, 80 feet molded beam, and 24 feet 6 inches mean 
draft at her normal displacement of 16,000 tons. Our ex- 
panded ship would have a length of 525 feet, a beam of 93 feet 
4 inches, and a mean normal draft of 28 feet 7 inches. Her 
block coefficient would be the same (0.635) as that of the 
Michigan. But a beam of 93 feet and more would bar the ship 
from almost every drydock in the world. Even 90 feet beam 
would have this effect, in only slightly lesser degree. If we 
fix the beam at 88 feet, as in the Lusitania, the results are 


168 


International Marine Engineering 


May, I9009. 


somewhat better. With the same draft and block coefficient 
as before, this calls for a length of 557 feet. Such an in- 
crease in length would require small additions to structural 
weight of hull. These additions might be partially reduced 
by increasing the depth of hull (and draft of ship), thus 
making a potentially stronger girder. In order to do this with- 
out adding displacement, the lines could be made finer, and 
this would have the added beneficial result of aiding propul- 
sion. The Michigan was benefited by this “fining” of the lines, 
as compared with the earlier Connecticut, of the same size and 
power; the speed being increased ¥%4 knot by the process. With 
a length of 560 feet, beam of 88 feet, and draft of 30 feet, the 
block coefficient would be 0.616, as compared with 0.661 for the 
Connecticut, 0.635 for the Michigan, and 0.508 for the 21-knot 
North Dakota. Exception will be taken to a draft of 30 feet, 
because of the shallowness of many of our harbors, but with a 
ship of such size it cannot well be avoided. This draft is 
exceeded by a few foreign warships, and by many of the 
largest trans-Atlantic liners. 

The matter has been gone into thus in detail, partly to in- 
dicate the character of the general problem before the designer 
of such a ship, and partly to show what enormous power can 
be concentrated in such a large ship, and how mere size is in 
itself a most valuable asset. 


THE LOBNITZ PATENT ROCK BREAKER. 


Subaqueous excavation of rock is usually accomplished in 
one of two ways, either by the use of explosives or by some 
form of rock breaker, operated from a dredge or float. The 
use of explosives usually leaves the broken rock in large 
pieces, which are difficult to remove by the ordinary methods 
of dredging. Mechanical rock breakers, on the other hand, 
tend to pulverize the rock or break it into smaller pieces of 
uniform size, which can be handled by a dredger as easily as 
mud, silt, or sand. 

In the Lobnitz patent rock breaker the work is done by 
means of a heavy chisel, which is allowed to fall freely by 


FIG. 2.—HOISTING WINCH, USED ON LOBNITZ ROCK BREAKER. 


its own weight on to the rock. As the whole force of the 
blow is concentrated on a very small surface, the tempered 
point of the rock cutter easily crushes the hardest kind of 
rock. The general arrangement of this rock breaker is shown 
in the photographs. The chisel is,of pressed steel, weighing 
usually from 10 to 15 tons, and it is fitted with a hard-cutting 
point, called the cutter, by means of which the rock is broken. 
With a drop of from 6 to ro feet, the cutter breaks its way 
into the surface of the rock, partly pulverizing it and partly 
breaking it. The cutter delivers blows on the same spot until 
it has penetrated about 3 feet into the rock. If the thickness 
of rock to be broken is more than 3 feet, it is customary to 
break it in horizontal layers, each about 3 feet thick. As soon 
as one layer is broken, the loose material is removed by means 
of a dredger before breaking up the next layer. After the 
cutter has been dropped on the same spot until the desired 
penetration is obtained, the barge on which the cutter is 


NITE aC? Le 


FIG. 1.—A SINGLE CUTTER LOBNITZ ROCK BREAKER, 


May, 1900. 


mounted is moved a distance of about 3 feet. This is done by 
means of six maneuvring chains or wire ropes, which are 
worked by a special steam winch, designed to insure accuracy 
of maneuyring. The number of blows needed to penetrate the 
rock to the desired depth, and the distance through which it 
is necessary to move the barge between the spots where the 
blows are struck, varies with the kind of rock which is being 
broken; these details being settled by experience. From ten 
to twenty blows are usually required on each spot to penetrate 
a layer 3 feet deep. 

The hoisting winch, shown in Fig. 2, is a powerful steam 
engine with suitable gearing and special fittings for continu- 
ous running. About 1,500 blows per day of to hours are given 
in regular work. The winch is so arranged that with a lubri- 
cated steel friction clutch and automatic gear, the wire rope 


International Marine Engineering 


169 


machine will break up per day in average rock 100 cubic yards 
for 1 ton of coal and the wages of four men. The cost of oil, 
stores and repairs, it is claimed, does not exceed the outlay for 
coal and wages. An average performance for one of these 
breakers working in hard rock is 2 cubic feet of rock broken 
per blow, and an average of 150 blows can be delivered per 
hour, making the capacity of the machine 10 cubic yards per 
working hour for a single-cutter machine. The machines are 
also made with double cutters, and the capacity is then about 
one-half more than with a single cutter. A crew of four men 
is required on single cutters, and six men on a barge with two 
cutters. The average coal consumption for a working day of 
10 hours for a single 1o-ton cutter is 1 ton, and for a two-cut- 


ter machine 14 tons. The consumption of fresh water is 


estimated as about five times the weight of the coal used. 


VIEW OF DREDGING OPERATIONS AT KASHMIR, IN THE 


follows the fall of the cutter and raises the cutter again im- 
mediately after the blow has been struck. A feed pump is 
worked from the winch, which feeds the boiler in proportion 
to the amount of steam used. The feed water is preferably 
fresh water taken from a tank on the barge, although, of 
course, sea water may be used, provided the fireman under- 
stands the operation of a marine boiler with salt water. A 
feed-water heater, heated by the exhaust steam, is also pro- 
vided. 

The cutting points of the chisels are removable, so that a 
point best adapted for the quality of rock to be cut can be 
used. The points are made harder in the center than on the 
outside, and they remain automatically sharp if the rock is of 
an abrasive nature, such as sandstone. Steel similar to that 
used for armor-piercing projectiles is the material used for 
the points. When removing a cutter point from the chisel, 
the cutter is hoisted to a suitable height above the deck; logs 
are laid over the well and the screws are taken out of the end 
of the cutter. The end of the cutter just above the hoop is 
then given a sharp heat by means of two portable, pressure 
oil lamps. Wedges are then driven between the hoop and 
the point in spaces provided for this purpose, and the point is 
forced out. The hoop, which is still hot, is then easily knocked 
off by hammering around the projecting edge. A new hoop, 
heated to a red heat, is then shrunk on the end of the chisel, 
and while the cutter is still hot, it is lowered on to the new 
point, the shank of which has been previously greased. The 
weight of the cutter is sufficient to press the point home. 
The screws are then carefully greased and replaced, the 
whole operation of changing points taking from 2 to 3 hours. 

These rock breakers are built in sizes having cutters weigh- 
ing from 6 tons upward, capable of working at any depth and 
in rock of any kind. The apparatus can be made self-pro- 
pelling if desired. The expense per cubic yard of average 
rock broken, ready for convenient dredging, may be esti- 
mated approximately by the following rule: A single cutter 


HIMALAYA MOUNTAINS. 
A DREDGING EQUIPMENT IN THE HIMALAYA 
MOUNTAINS. 


An interesting dredging plant, designed by the Bucyrus 
Company, South Milwaukee, Wis., is now operating in the 
Vale of Kashmir, a British principality in the Himalaya 
Mountains in India. To transport this machinery to its desti- 
nation, it was necessary to haul it in bullock carts for 200 
miles, from Rawalpindi to Baramula. A range of mountains 


TOP OF LADDER FOR SUCTION DREDGE, SHOWING CONNECTIONS TO REVOLV- 
ING CUTTER, 


8,000 feet in height had to be crossed, and it was necessary to 
so design the dredges that no piece when ready for shipment 
should weigh over 3 tons. The plant consists of two 18-inch 
hydraulic dredges, two clam-shell derricks, and one 4-yard 
dipper dredge. This machinery is electrically driven by motors 
of the three-phase type, the electrical equipment aggregating 


170 


2,018 horsepower, being furnished by the General Electric 
Company, Schenectady, N. Y. 

The hydraulic dredges are designed to dig to a maximum 
depth of 25 feet, and to discharge the material at a velocity 
of 12 feet per second through 450 feet of 18-inch pipe to a 
maximum height of 20 feet above the water level. The 18-inch 
pump is especially designed for dredging. The shell and 
runner are steel castings, and the former has five curved 
arms and is cast in one piece. The pump is driven by a 350- 
horsepower motor, to which it is direct connected. The suc- 
tion ladder carries a revolving cutter head, driven through 
shaft and gearing from the top of the ladder by a 1o0-horse- 
power motor. The cutter head is supplied with curved blades 
for properly disintegrating the material. The bow winch is 
driven by a 45-horsepower motor, and consists of two drums 
for the swinging line and one for hoisting the suction pipe. 
The stern winch is driven by a 30-horsepower motor and has 
three drums, two for raising and lowering the spuds and one 
for the thrust of the walking spud. 

The dipper dredge is designed to dig to a depth of 22 feet 
below the water level. The dipper has a capacity of four 
cubic yards. The boom is 40 feet long and is of wood. As 
on the ordinary type of harbor dredges, the hoisting ma- 
chinery is single-part wire rope. The pinions, gears and drums 
on both hoisting and swinging machinery are steel castings. 
The wooden boom is stepped into a cast steel pivot bearing, 
formed with sockets to receive the boom foot. This pivot ro- 
tates on a steel baseplate, separately bolted to the hull. The 
swinging circle is of structural steel and wood, 18 feet in di- 
ameter, mounted on top of the hull. The connection to the 
boom is made by means of arms extending out over the 
circle, one on each side of the boom, the center being a heavy 
steel casting riveted to the circle. The dipper handle is of the 
combination wood and steel type, with cast steel racks. The 
spuds are of wood, 36 inches square and 4o feet long. They 
are fitted with cast steel blade points. The spud drum is 
operated by a shaft driven from the main hoisting machinery. 
The stern spud is of wood, 24 inches square and 40 feet long. 
This spud is so arranged that it can be forced down to a po- 
sition where it assists the forward spud in holding the dredge 
while the bucket is digging. It can also be used as a walking 
spud to move the boat forward when ready to make a fresh 
cut. ; 

The function of the clam-shell derricks is to unload the ma- 
terial excavated by the dipper dredge from scows and deposit 
it into the spoil area at a considerable distance from the bank 
of the river. They are equipped with 80-foot booms, and 
handle a three-yard clam-shell bucket, which is of the smooth- 
edge type without teeth and weighs about 7,000 pounds. The 
derrick is built of wood and is arranged to travel on tracks, 
the boom mast and swinging circle being supported on ten 
wheels, running on a two-rail track, the hoisting and swinging 
machinery being carried on six wheels on the same track. The 
back leg is anchored on a timber frame, running on four 
wheels on a single track, parallel to the main track under the 
hoist and about 45 feet distant from it. ; 

On account of the great distance from the place of manu- 
facture, the machinery was made especially heavy, all gears, 
drums, pinions and fittings being made of steel castings, which 
weigh considerably more than those put into dredges of the 
same size in the United States. The plant has now been in 
successful operation for about six months, and no defects have 
been reported. 


The programme for the reconstruction of the Spanish 
navy involves the building of three heavy-armored vessels of 
about 15,000 tons displacement; three 350-ton destroyers, or 
three submarines, and twenty-four torpedo boats, i? 


International Marine Engineering 


May, 1909. 


AN AMERICAN TRAMP STEAMER. 


A steel freight steamship is being built by the Newport 
News Shipbuilding & Dry Dock Company for the A. H. 
Bull Steamship Company, which has the following principal 
dimensions: 


Wength overall oci1.0.52 cnc ee CeCe eee eee 329 feet. 
Length from aft side of stem to fore side 

Olen det opOSt. nase... rce me Oe eee 317 feet. 
Beam mold 6d) ssccc-accoune &/are eset oe ee OOO: 46 feet. 
Bepthy molded ee acess ce eee ere rere 24 feet 3 ins. 
Woadidinatt: Savsvae cerns tuaetrrseeh ee eek Cees 20 feet. 


Deadweight carried on above draft, about.. 4,600 tons. 

As indicated on the accompanying general arrangement 
plan, the vessel has a single deck, a raised forecastle, long 
bridge, short, full poop, and is schooner rigged with two pole 
masts. There are two separate steel deck houses on the 
bridge deck, a steel pilot house on top of the forward deck 
house, and a flying bridge at the level of the top of the pilot 
house. The machinery is located amidships; the two main 
boilers arranged with an athwartship stokehold forward, and a 
screen bulkhead dividing the boiler and engine rooms. Side 
bunkers are fitted abreast the boilers and at the sides of the 
engine room, the bunkers being filled by a coal chute, located 
between the boiler and engine casings, with its hatch at the 
level of the top of the deck house. Additional coaling facilities 
are provided through small haches in the bridge and upper 
decks directly over the boiler-room bunkers. 

The vessel is divided into compartments by five watertight 
bulkheads, all extending to the upper deck. These are located 
at the fore peak, in the middle of the forward hold, forward 
of the boiler room, aft of the engine room, and at the after 
peak respectively. The after hold is divided into compart- 
ments by a portable wooden bulkhead, and a similar bulk- 
head is located near the after end of No. 2 hold to provide a 
reserve bunker, forward of the boiler room. The cargo holds 
are further subdivided by a centerline bulkhead extending 
from the tank top to the upper deck. This bulkhead is of 
steel between the hatches, and in way of the hatches is of 
wood, made portable. There is one large hatch to each of the 
cargo holds; all haches having coamings 3 feet 6 inches high. 
The space under the bridge deck, with the exception of that 
devoted to machinery casings, is used entirely for cargo, as is 
also the space under the poop. Portable wooden shifting 
boards are fitted at the centerline under the bridge deck, ex- 
tending from the boiler casing to the forward end. The total 
cargo space is 244,000 cubic feet for bales, and 263,000 cubic 
feet for grain. 

Accommodations for the officers and crew are provided in 
the two deck houses and under the forecastle deck. The for- 
ward deck house contains staterooms for the captain and deck 
officers, a bath room, officers’ mess, pantry and storeroom. 
The after deck house contains staterooms for the engineers 
and cooks, a bath room, mess room and pantry. Under the 
forecastle two staterooms are provided for quartermasters, 
the carpenter and boatswain; also quarters for six seamen 
and ten firemen. The galley is located in a separate steel en- 
closure forward of the boiler casing. The pilot house is pro- 
vided with a separate chart room, which is also arranged for 
use as a stateroom. In the captain’s quarters the finish is oak; 
in the other quarters it is cypress. 

The general type of construction is indicated on the midship 
section. The vessel is being built under Lloyd’s spar deck 
rules, with one deck and a tier of wide-spaced hold beams, 
with a wide stringer fitted on the latter. There is a double 
bottom throughout, with solid floors on every frame, and two 
intercostal longitudinals on each side of the vertical keel, 
Double frames and additional longitudinals are fitted at the 
forward end. This construction of double bottom was adopted 


171 


ineering 


Eng 


International Marine 


May, 1909. 


‘SMAN LUOdMAN IV ONIGIING “YANVALS INVUL 


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172 International Marine Engineering May, 1909. 


NE ee 


on account of the liability of the vessel being aground at times 
when loading. Between the peak bulkheads, deep channel 
framing is used, and in the peaks the ordinary angle and re- 
verse frame construction. In way of the bridge, the frames 
are cut at the upper deck, and angle-bar frames are used be- 
tween the upper and bridge decks. The upper and bridge 
are complete steel decks, with channel beams on every 

At the hatch ends the deck beams are built up of 
Hold beams are built up of plate, with 
double angles top and bottom. The centerline bulkhead is 
stiffened by vertical channels, spaced 48 inches centers. Ma- 
chinery casings of steel extend to the top of the bridge deck : 
house. Wood ceiling is fitted on the tank top and bilge 


decks 
frame. 
plate and angles. 


(Bridge Deck plating % ps 
~ Poop Deck Us 60 f0 
(F’c’le Deck tie plates 13"x Von 


cork inserts have proved advantageous in that they have 
double the holding power of wood and engage with a light- 
ness and ease which requires only half the effort on the part 
of the operator, thus enabling the operator to work his winch 
much faster, while at the same time saving himself much 
fatiguing labor. It is also claimed that the cork insert fric- 
tions are not affected by either oil, dirt or water. The fric- 
tions on all the winches are applied by an internal double cam 
arrangement and the end thrust on the cams is taken up by 
roller bearings. The friction levers in the cargo-handling 
winches are connected to the cams by gear wheels which per- 
mit the application of the frictions by a very small move- 
ment of the liners. Each drum has a hand brake applied by a 
3°x 3°x Yo 


84) Deck in way of Galley 136 T. & G. Cypress covered 


Beams 4 "x3 Ye 


44¢'x 43g x 1969 37x 234 x Yo aay 5"x 3'Y.P. Deck on F’e’le with No. 6 Canvas. 
" " ‘ 
= wi / Stringer aan Le Lee ai eeiaianannananannn --—-- 6"x 184 "YP. 
12 ia = = 5 eee Ss a aE 2" 
= —= NI “Camber 12 in 46'0 4"x3"x Yo VXi0"s 12” 
" = Bridge Bech Beams 6 x 32 {xt 40 C onev er, frame . zs 2 %69 
40°x 24 : very 2 
x /20 cee Wo a © "x 334" x Yogi L 0 at ie 3\= Stiffeners 334" 
‘I Pele ‘ 8x 8i¢ 6'x 816 x 89 F pn alternate frames A Vil vee 
KA at 1 2 236 X /20 
aris 5 webs in Bridge, spaced about [Sarees or 720 S 30" apart. 
Wi WD sae ‘8-frame spaces apart. = \ eR 5 Puce a Cypress 
"x 1% hy \] iS My 7 ngine casing | - 
44x20 for K Lto 22 { } = 3"Plange 5 Saf 17 é sheathing 
Increased “y from Fr. 6614 = yn / i i! 6" Boiler casing 5 sat 
; eo : E “| 4 94's 24"x ¥9 This strake 64 +) ron 1 Wd Spar Deck ee wal " 
to}¢ 1. for’dand from | WA for 14 L to 8%q Gola for 34 L to SAy 216 Y.P. Deck 
Fr. 901¢'to 34 L aft. t eae 416s 434 x1% “| 3 OD in quarters. 
| th La 40° x O for lg L to 30x 8% H "lspar DECK 
| Z Gis 3 = = SEs "x 3 Yo 
+4 
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60's 4) forl¥g Lto% il FR — ; = Beams in way of hatches wx! Nea IG} SECTION THROUGH S 
5 27. Al till simi “clipped to hatch coaming 20* FORWARD DECK HOUSE 
increased 79 from Fr. 5736 Beam on eyery pang a le 6'x 6'x 19 x! 0 single 
4 " Th r 
toll fo or’d and from i 7x ae az) x) 0 c Angles o x6’ x 107 " ae . 7a Hatch end COREG 
4 Ss fn 
Fr. 9234'to Mg Laft. mS Sw 3 De Hatch end coamings %4 Gs x6" cc V0 
| 
1 30°x 30'x} Plate 14x SS SECTION AT END a 336" x 31g" x Vou double 
Ss 1 gt x 2" spruce, mee 5 ‘apart tet OF HATCH Le SPAR DECK 
Sp 6x6x 7®, 


Tx 334'x 36 x Pe 


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Bracket 86'x 72"x> es 


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12'x 1% 


Side Coaming below deck to extend 
4/0'past each end of hatch. 


Stiffeners x 34g x 36 x %p C 
spaced 48" ‘apart. 
4"x 5'x %y double 


Center line of 


10x 334) x 334’ x %p inter 
50"x al"x 144 


Spat alternate frames HOLD BEAM 
31'x 31'x Mevat hold beams 


/ 


243” Molded depth 
toe 
7'0 


54°x M66 for 1 K 
YW Lto % 
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11361 x %p 
“I~ 4'x 19% for 94 L to./40 


12"x 3"spruce on 3x 1K 
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9 0 in bo. space. \ 


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34x 849 


244 “lap on stiffeners 


84" inter] SECTION THROUGH 


Yo in holds-% in engine spave- 149 in boiler space, 


Plating omitted as far as practicable in boiler space. 


in boiler space. 


Double for 34 L. 


Tank Top 


\ Hold beam~} 
\ I 


6"x 6"x5 9, 
Stiffeners 7’x 33g) x 3i¢) x? 


G'x6'x 80 single 
Horizontal flangeslof angles slotted 


out in way of shifting boards. ae 
BN NR, —— ; 
shifting boards H 


Y.P. filling piece 


SECTION 
THROUGH A-A 


DETAIL SHOWING CONSTRUCTION 
AT ENDS OF HATCHES 


ony ” 
50 x Yo for MeL to 350 


m3 A in boiler space. 


9"x 2"oak for 140/0"amid-t 


DBYER 36 x TT 6 


I n 
346"x 314"x %o for 6 L to 94y 

gw =p n 49 in peer space. 
Bi: A866" 99. 


” 
38"x 197) for 14 L to %o9 


12," . 
‘Yoy in boiler space. 


an ae hose a Sh er ‘ 
33 x 3 x i / 727% ) from Calttiten fe 60"x Aofor 14 BR P07 Keel 48"x 4g, for 94 L to 194" 
| Bhd. to 1 L aft. to 720 ~ | han on 
bl'x 12) for 36 L to %p 1 pacha k TSG = e 60 i 4x 4x Ltr 6 L to Gy 
! ” 
\ 23/0" Molded 14 breadth s 


1 
MIDSHIP SECTION OF 


brackets, and cargo battens on the side frames throughout 
the cargo holds. 

The cargo-handling gear consists of two booms on each 
side of the fore and main masts, and two derrick posts on the 
bridge deck with one boom on each. The booms on the masts 
are from 40 to 46 feet long, and those on the derrick posts 
32 feet long. The latter are arranged so that they span the 
coal hatches as well as the bridge deck cargo hatch. For 
operating the main cargo booms, four Lidgerwood, double, 
814 inch by to-inch winches are provided, each winch having 
two drums and two gypsy heads, so that two cargo booms 
can be operated by one winch. At the midship hatch is a 
special winch for coaling. This will be operated by a single- 
cylinder engine, 6% inches by 10 inches, geared to an ex- 
tended shaft athwartship, carrying at either end a friction 
drum and an extra large gypsy head. Each of the friction 
drums on all of the winches is fitted with the Lidgerwood 
double cone wood frictions, with patent cork inserts. These 


AMERICAN TRAMP STEAMER. 


foot lever. Hand levers are supplied over on each side of the 
engine, by which all the pet cocks can be opened or closed at 
once. All parts of the winches are made on the duplicate-part 
system. 

The steam stearing gear will also be supplied by the Lidger- 
wood Manufacturing Company, of New York, the engine 
being located at the after end of the engine casing on the 
upper deck level. One feature of the engine which is of im- 
portance is, that all the parts are made by gage, on the inter- 
changeable-part plan, so that in case of breakage, wear or 
other need, new parts can be procured at almost instant no- 
tice, all fitted and ready to put in place. The worm wheel is of 
steel, with carefully cut teeth, and the worm is of bronze. 
The worm is in two parts for adjustment, to take up wear and 
prevent any backlash in the worm wheel, and a special feature 
is the use of roller-thrust collars at each end of the worm to 
save wear and give the greatest possible ease of operation. 
The cylinders are cast together as is customary, but this cast- 


May, 1900. 


International Marine Engineering 


173 


ing is separate from the bed and the bed and side frames are 
all cast separately, in accordance with the Lidgerwood custom, 
and fitted together with planed joints, held in place by turned 
bolts, which fit into reamed holes. The design is such as to 
allow for long connecting rods, and these are fitted with the 
regular Lidgerwood gib and key strap ends instead of the 
usual bolt and shim ends. 

There is a Hyde windlass and a steam capstan located on 
the forecastle deck, with the windlass engine on the deck 
below, from which both are driven. Baldt stockless anchors 
are fitted. The vessel is heated throughout by steam. 

The main propelling engine is triple expansion, with cyl- 
inders 22 inches, 37 inches and 60 inches diameter by 42-inch 
stroke. Piston valves are fitted to the high and intermediate 
cylinders and a double ported slide valve to the low pressure. 
Separate liners are fitted in the high-pressure cylinder and 
for the piston valves and a false face for the slide valve. All 
valves are operated by Stephenson double bar link motion. 
Steam reversing gear of the direct type is provided. The 
bed plate and housing are cast iron of box section. The 
crank shaft is built up in three interchangeable sections. A 
horseshoe type of thrust bearing is fitted. The propeller 
wheel is a solid cast iron one with four blades. The main air 
pump is of the Edwards patent type, driven from the low 
pressure crosshead. Two main feed pumps, two bilge pumps 
and an evaporator feed pump are also driven from the air- 
pump beam. The surface condenser is separate from the main 
engine framing and has a cylindrical cast iron shell with 
1,900 square feet of cooling surface. A centrifugal pump, 
driven by a single vertical engine is used for circulating 
water through the condenser. All independent steam pumps 
are of the Blake type and consist of a ballast pump 10 inches 
by to inches by 12 inches duplex, donkey pump 9 inches by 
5% inches by 10 inches vertical duplex, and donkey boiler 
feed 41% by 234 by 4 inches special duplex. ‘There is also a 
12-ton Reilley evaporator. 

There are two main boilers, each 15 feet diameter by Io feet 
10 inches long, built for 180 pounds working steam pressure. 
Each boiler has three 46-inch corrugated furnaces with sep- 
arate combustion chambers, and 313 32-inch tubes. The total 
heating surface of both boilers is 4,400 square feet, and total 
grate surface 149.5 square feet. For supplying steam to the 
winches and for general harbor use there is a donkey boiler 
of the Scotch type located on the upper deck level above the 
main boilers. This boiler is 9 feet diameter by 10 feet 5% 
inches long, and has one 52-inch corrugated furnace, 108 
3-inch tubes and is built for a working pressure of 90 pounds 
per square inch. 


THE SUCTION DREDGER LEVIATHAN.* 


BY ANTHONY G. LYSTER AND W. BOYD. 


The continual growth in the depth and size of steamers, 
which has culminated in the Lusitania and Mauretania, each 
drawing as much as 35 feet of water, has made it desirable to 
improve the existing depth of the bar channels of the Mersey, 
and, with this object in view, the Mersey Docks and Harbor 
Board in 1907 resolved, on the advice of their engineer, to 
construct a dredger of 10,000 tons capacity, and capable of 
dredging to a depth of 70 feet from water level to the bottom 
of the channel. This is necessary, having regard to the great 
range of tide at Liverpool, which amounts in the spring to as 
much as 31 feet. This dredger, known as the Lewiathan, 
which has been built by Messrs. Cammell, Laird & Company, 
at their Tranmere Shipyard, is of the twin-screw, self-pro- 
pelling hopper type, having a net hopper capacity of 180,000 
cubic feet, and capable of filling herself with 10,000 tons of 


ioe a paper read before the Institution of Naval Architects, April, 


clean Mersey sand in fifty minutes from a maximum depth of 
70 feet. 


The principal dimensions are: 


Length between perpendiculars...... 465 feet 9 inches 
Breakin, mollal@dl. ooscccoov000da00000 69 feet 
IDYSD fipetc Ge aio do cae Orne GCS Sere eacoGe 30 feet 7 inches 


Under ordinary working conditiens and in normal steaming 
trim, with the full load of 10,c00 tons of sand in the hoppers, 
and with coal bunkers and water tanks full, the vessel is 
capable of traveling at the rate of 10 knots, the mean draft 
being 23 feet. The propelling machinery of the ordinary 
triple-expansion inverted marine type, with cylinders 22% 
inches, 37 inches and 61 inches diameter, and 45-inch stroke, 
is by D. Rowan & Company, Glasgow, who also supplied the 
boilers, four in number, 16 feet diameter and 11 feet 9 inches 
long, working under a pressure of 180 pounds per square inch 
with natural draft. 

The framing and plating are of steel throughout, and the 
scantlings generally have been arranged to meet the require- 
ments for the 100 Ar Class in Lloyd’s Register. There are 
eight complete athwartship watertight bulkheads extending to 
the upper deck, and five others, which are watertight, inside 
the hoppers only. There is also a center line watertight bulk- 
head, which extends from the fore end of the buoyancy space 
immediately in front of the hopper to the after end of the 
boiler room, thus dividing the hopper into twelve watertight 
compartments. The total number of watertight compartments 
in the ship is twenty-five, and they have been arranged with a 
view to complete safety should any two compartments become 
flooded. All the usual and necessary watertight doors and 
passages have, of course, been provided. The hopper itself is 
162 feet long, and is 49 feet wide at the deck level; each of its 
twelve divisions has thus a section at its upper part of 27 
feet fore and aft by 24 feet 6 inches athwartships. This rec- 
taneular section extends for a depth of about 20 feet, from 
which point the four walls of the compartment are sloped 
inwards, until they reach the bottom and terminate at the edge 
of the valve-discharge opening, which is circular and 5 feet 
6 inches diameter. The side walls of the hopper, which are 
also watertight, form the inner walls of the side buoyancy 
spaces as shown. 

The main idea of dredging and depositing the sand is simple 
enough; that is to say, sand and water are sucked up from the 
dredging level through long pipes by means of centrifugal 
pumps, and discharged by them into the hopper, where the 
sand settles to the bottom and the water is allowed to flow 
overboard from the top. The sand is finally discharged from 
the hopper in the desired locality by means of the discharge- 
valve openings in the bottom of each compartment. It is, 
however, in the detailed arrangement, by means of which this 
simple programme is carried out on an immense scale, that the 
interest lies. 

The dredging machinery consists of four centrifugal pumps 
specially constructed by Gwynnes, Ltd., of London, for pump- 
ing sand, each pump being driven by a separate set of engines, 
and having a separate suction pipe fitted to the side of the 
vessel. This machinery is situated in the pump room imme- 
diately abaft the hoppers, the suction pipes being led where 
necessary through the side buoyancy spaces to the openings in 
the sides of the vessel. The engines are of the inverted triple- 
expansion surface-condensing marine type, with cylinders 15 
inches, 25 inches, 40 inches by 18 inches stroke, working at 180 
pounds pressure, and each set is directly coupled to its cor- 
responding pump. Each of the four pumps has a suction and 
discharge aperture of 42 inches diameter, the suctions being 
of the double inlet type. The casings are of cast iron in 
halves, with portable centers on each side for the removal of 
the impellers, which are of cast steel and 6 inches wide at the 


May, 19009. 


£ 


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Eng 


174 


International Marine 


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May, 1900. 


International Marine Engineering 


175 


NS 


the tips of the blades. A sluice valve, operated hydraulically, is 
fitted between each suction and the ship’s side, the lever and 
rods for working being brought within easy reach of the 
starting platform. 

One of the most important points in the whole of the dredg- 
ing system, and one which may be regarded as vital for the 
successful working of the dredger, is the design and arrange- 
ment of the suction tubes and their attachment outside of the 
vessel. They are four in number, two on each side of the 
vessel, situated as indicated on Fig. 1. It will be seen that the 
lead of each tube is forward, and they are of such a length as 
to enable dredging to be efficiently done in a maximum depth 


SCALE 
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LONGITUDINAL SECTION ON CENTRE LINE OF SHIP 
LOOKING TOWARDS PORT SIOE 


FLOOR UNE} 
I {| 
f 
BOILER fj 
ROOM VA 
T 


As it was necessary to arrange for a lateral motion of the 
nozzle as well as a vertical one, the joint forming the attach- 
ment of the tube to the ship’s side needed special and careful 
treatment in its design. It is formed by a cast steel swivel 
band, held up to a cast steel sliding flange by a ring of the 
same material, secured by steel studs and gunmetal nuts 
suitably locked. There is a heavy horn bracket with a brass 
bushed bearing for supporting the outer end and for lifting, 
and the swivel portion is of cast steel, with large bearing pins 
working on adjustable bearings. The upper bearing and 
bracket are removable for overhauling, and are fitted with 
recess and spigot to secure alinement. This bend acts as a 


PORT S!O0E OF SHIP 


LOOKING FORWARD 


STA SS RS 


HOPPER wa 


CENTRE LINE OF SHIP es 


FIG. 2.—ARRANGEMENT OF 


of water of 70 feet, the depth being measured from the surface 
of the water to the surface of the sand; the angle of inclina- 
tion of the tube does not exceed 45 degrees below the hori- 
zontal when dredging at the maximum depth. These tubes 
are made of wrought-steel boiler plates, the top half of the 
circumference being 8/20 inch thick, and the bottom 9/20 
inch, with the circumferential joints quadruple riveted with 
single outside straps. Within each tube a midfeather plate is 
fitted for three-fourths of the length, extending at the sides 
between the angles connecting the upper and lower halves of 
the tube. An elm rubbing piece, fitted between large angles, 
runs along each side of the pipe, and a fender plate extends 
for a length of 30 feet on the rubbers, where chafing is likely 
to occur against the ship’s lower side rubber. At each end of 
the tube, cast steel flanges are riveted for the purpose of 
connecting it to the swivel joint and nozzle. The nozzle itself 
consists of a cast steel flange and end grating, with a 
' wrought steel body efficiently stayed. Elm rubbers are fitted 
on each side, and a manhole with cover is provided, while on 
the upper side of the tube near the nozzle there are suitable 
. lifting brackets of forged steel. 


MACHINERY IN PUMP ROOM. 


trunnion or hinge, by which the tube is free to turn either 
about a vertical or horizontal axis, while the sliding flange 
works in a cast steel frame riveted to the ship’s side, the 
guide bars being of wrought steel. By this means the tube 
can be raised bodily to the deck level and brought inboard, 
where provision is made for stowing it. 

The raising and lowering of each tube is effected by two 
derricks, one at each end of the tube, both being worked from 
the same steam winch on deck. In connection with these jibs 
special cradles are provided to carry the frame supporting the 
swivel bend, with screw gear to move the cradle inboard or out 
as required. All the fittings in connection with the jibs are 
specially strong, and an emergency gear is provided for each 
tube, so that in case of a breakdown of the suspension rope or 
attachment to the suction head when the tube is below the 
water, the tube can be easily raised again. The gear consists 
of a spare length of wire rope, stowed, when not in use, along 
the outside of the tube. One end is attached to the suction 
head at the bottom and the other accessible from the deck 
when dredging is going on, a special sheave and lead to the 
winches being also provided on deck. 


176 International Marine Engineering 


May, 1909. 


__-™—.[(w«wt[jF—————— ——[ a ———————_—_—_——EEEEEeeeeeeeee——_ 


The four winches necessary for manipulating the tubes are 
each provided with four drums arranged in pairs, two for 
moving the derricks in and out, and two for raising and 
lowering the tubes, and are actuated by double-cylinder re- 
versing steam engines. Each drum can be driven separately, 
and is capable of exerting a direct pull of 10 tons, and the 
machinery is so arranged that one man can control the whole 
of the movements required to be made by a suction tube; that 
is, adjustment in dredging position, hoisting and bringing 
inboard. These operations are directed by a “tubeman” at 
each tube, stationed at the ship’s side directly over the place 
where the mouthpiece is located. This man constantly takes 
soundings by means of a line attached to the suction head, and 
also watches the yacuum obtained in the pumps, a very variable 


Seo 1 234 $ 6 7 8 9 1 I 2 13 4 15 16 17 18 19. 20¢K7 


BUOYANCY SPACE 


FIG. 3.—SECTION IN WAY OF HOPPER. 


quantity, varying from 5 inches to 15 inches, which is indi- 
cated on a gage placed conveniently near. By these observa- 
tions he is enabled to give the necessary directions to the 
winchmen for the manipulation of the tubes to keep the 
suction head up to its work with the maximum efficiency. 

The mixture of sand and water on leaving the pumps is 
discharged through two ducts or “landers” of rectangular 
section extending the full length of the hoppers. These 
landers run side by side, their common center wall being an 
upward extension of the center-line bulkhead; they are each 
6 feet wide by 4 feet 3 inches deep, and are supported by 
brackets attached to strong thwartship beams. The bottom of 
each lander is covered with cement 2 inches thick, with a view 
to protecting the steel from the scouring action of the sand. 
The admission to the hoppers takes place through gate valves 
in the bottom of the landers; there are two to each compart- 
ment, with the exception of the end ones, and the openings 
are rectangular, 2 feet 6 inches by 1114 inches. At the ex- 
treme forward end the landers spread out in section to the 
full width of the hopper, in order to lessen the velocity and 
shock on the end bulkhead. 

{n order to obtain effectively a rapid settling of the sand in 
the hoppers it is essential that the velocity of the mixture 
should be reduced as nearly as possible to zero. Below the 


deck level in each of the twelve hoppers this takes place, 
naturally, while above this level a coaming, standing 7 feet 
above the deck, is provided all round the hoppers, forming a 
huge tank in which the large excess of surface water is 
brought virtually to rest. It is finally drained off over two. 
weirs placed at the after end of the hoppers, escaping over 
side by means of four ducts, two on each side of the vessel. 
That this procedure is highly effective in separating water 
and sand may be seen by curves plotted to show the relative 
percentages of solid contained in the mixture while coming in 
through the landers and going out over the weirs during one 
loading of the vessel. 

The process of discharging the sand from the hoppers, 
ordinarily known as “dumping,” is carried out by means of 


FIG. 4.—SECTION THROUGH FORWARD BUOYANCY SPACE. 


Mr. A. G. Lyster’s hydraulic valves, which have proved them- 
selyes so uniformly effective in other dredgers belonging to. 
the Mersey Dock and Harbor Board. These valves are 
essentially large cylinders, extending from the valve opening 
(5 feet 6 inches diameter) in the bottom of each hopper to. 
the deck level, and are operated by hydraulic rams, one to 
each valve, mounted on strong fore-and-aft girders, as shown 
in Fig. 3, the lift of each valve being 4 feet. In the crown of 
each hopper valve is. fitted a special “surface-water” valve, 
worked by hand, the function of which is to drain off the 
surface water remaining on top of the sand and below the 
level of the weirs on the completion of the load; the interior 
of the hopper valves being, of course, open to the sea. 

The hydraulic installation is necessarily of a powerful kind, 
and consists of one set of inverted high-pressure condensing 
engines and three single-acting main pumps, driven direct 
from piston rod cross-heads. The pump rams are 5 inches 
diameter, the stroke 15 inches, and the hydraulic pressure 800 
pounds per square inch, working with a steam pressure of 
100 pounds. 

Owing to the tendency of the sand to consolidate and harden 
in the hoppers, a system of flushing pipes is arranged, as 
shown in Fig. 3. By means of these the sand can be loosened 
in discharging, and the hoppers effectively washed out. The 


May, 1909. 


International Marine Engineering 


177 


TT 


water for this system is supplied by the main pumps from the 
“landers,” each lander having a closing door near the forward 
end of the hoppers, which permits the ordinary flow to the 
forward hopper to be stopped, and a pressure head created for 
the flushing system. The ordinary gate valves in the bottom 
of the landers are, of course, closed during the flushing 
operation. The efficiency of the means for getting rid of the 
sand may be judged from the fact that a load of 10,000 tons 
has been disposed of in the short space of ten minutes. 

The vessel is lighted throughout by electricity, and the ex- 
cellent accommodation provided for the working staff and 
crew is a feature which will conduce very largely to the 
working efficiency of the dredger. Ample spare gear is, of 
course, provided in view of the heavy and continuous nature 
of the work, and among other items might be mentioned the 


NAVAL BOILERS IN SERVICE. 


BY LIEUT. H. C. DINGER, U. S. N. 


In the fleet that encircled the globe there were the following 
types of boilers: Double-ended Scotch boilers (working 
pressure 180 pounds) in the Kearsarge and Kentucky, single- 
ended Scotch (working pressure 180 pounds) in the Wiscon- 
sin, Alabama and Illinois, Thornycroft boilers (working pres- 
sure 230 pounds) in the Missouri and Ohio, Niclausse boilers 
(working pressure 265 pounds) in the Georgia, Virginia and 
Maine, Babcock & Wilcox boilers (working pressure 265 
pounds) in the Nebraska, New Jersey, Rhode Island, Louis- 
iana, Connecticut, Vermont, Kansas and Minnesota. The 
cruise has been in a large measure a good test of the lasting 


ASSEMBLING A BABCOCK & WILCOX BOILER, SHOWING EASE WITH WHICH 


two spare suction tubes, complete and ready for mounting, 
which are kept in readiness. 

The trials of the vessel gave very satisfactory results. The 
average speed on the measured mile was 10.48 knots, and the 
consumption of coal on a six hours’ run was 1.3 pounds per 
indicated horsepower per hour, as against 1% pounds, the 
contract limit. The boiler power proved very ample, so that 
the steam required was fully provided without any forcing. 
The sand pumping also gave very satisfactory results, al- 
though the material was not the “clean Mersey sand” to which 

' the specification applies in the case of the trials, which re- 
quires the full load of 10,000 tons to be pumped in fifty 
minutes. On the occasion of the trials, pumping proceeded at 
a rapid rate until the pipes reached a stratum of material into 
which they would only penetrate very slowly, so that the rate 
of discharge fell off. Even under these disadvantageous cir- 
cumstances the vessel loaded to within 7 percent of her full 
load in fifty minutes, and there is no doubt that in the speci- 
fied material she will do the whole load in less than the time 
named. In the case of the Board’s other dredgers the record 
loads have been done in the course of the ordinary work, so 
that a similar performance may be expected from the Leviathan 
in service. 


PARTS MAY BE REMOVED. 


qualtities, reliability and adaptability of various types of 
boilers to conditions of extended cruising, and a review of the 
relative advantages developed, repairs now necessary and their 
general economy in coal consumption and repairs, is one of the 
valuable lessons that can be drawn from the steaming results 
and the general condition of boilers on their arrival on the 
Atlantic Coast. 


COMPARATIVE CONSUMPTION OF COAL, 


Complete figures for coal consumption for the run home are 
not at hand at present, but the total consumption of the ves- 
sels while running in company from San Francisco to Manila 
was published some time ago. The results are as follows: 
The average consumption of the Connecticut, Louisiana, Kan- 
sas, Vermont, Minnesota, Nebraska, Rhode Island and New 
Jersey was 5,481 tons. The trial displacement of these vessels 
is 15,625 tons. The average consumption of the Georgia and 
Virginia was 5,873 tons. The average trial displacement of 
these vessels is 15,000 tons. The average coal consumption of 


- the Ohio and Missouri was 5,600 tons, the trial displacement 


being 12,500 tons. The average consumption of the Kearsarge, 
Kentucky, Illinois and Wisconsin was 4,878 tons, the average 
trial displacement being 11,536 tons. 


178 


International Marine Engineering 


May, 1900. 


As the vessels differ in displacement, they should all be re- 
duced to a common basis in proportion to the two-thirds power 
of their displacement. When this is done, the result is as 


follows: 
Tons. 
BA COCK Ke WiVilleore VESSEIS. oa scaccccdcoucec 5,481 
INiclaussesv.essel saree ne eee eee ane e 6,033 
ANNOKARHOROMNE, HESSEB. on coocoscoegocooovsder 6,359 
Scotchinvesselsinyerec meee CeCe eee 5,971 


The saving of the Babcock & Wilcox boilers over the other 
types is thus: 552 tons over the Niclausse, 878 tons over the 
Thornycroft and 490 tons over the Scotch boilers. This is the 
result of only three months’ service, steaming from San 


with any commendable degree of satisfaction, and the troubles, 
begun very early in the vessel’s career, apparently have never 
been successfully overcome. ‘This vessel has been very un- 
economical, both as regards coal consumption as well as in 
engineering repairs. It may be fair to say that this condition 
is not entirely due to the boilers, but undoubtedly the boilers 
can well be charged up with a considerable share of the bad 
repute. The Niclausse boilers on the Virginia and Georgia 
are of a later type than those of the Maine, and have, during 
the three and two and one-half years of their service, given 
better satisfaction. The Virginia has, however, required a 
considerable amount of repair work to her casings, and the 
Georgia is also in need of considerable repairs to the brick 


SIDE ELEVATION 


Francisco to Manila, via Australia. With this same propor- 
tionate saying carried on over several years it would soon 
cover the entire cost of boilers. This increase in economy, of 
course, means a corresponding increase in the steaming radius. 


GENERAL CONDITION AND OPERATION. 


The Scotch boilers on the older vessels have been in con- 
stant service for eight or nine years, and are to a considerable 
extent worn out. These boilers now require a very consider- 
able amount of repairs, and the question of reboilering these 
vessels with watertube boilers is now being considered. By 
reboilering with watertube boilers considerable weight can be 
saved. 

The Thornycroft boilers on the Missouri and Ohio have 
worked very successfully. They have been in service six and 
five years respectively, but now require retubing, and their brick 
work and casing also need considerable attention. 

The Niclausse boilers on the Maine have never operated 


BABCOCK & WILCOX BOILER, SHOWING BAFFLING. 


setting of her boilers. The casings of Niclausse boilers in 
other vessels, such as the Pennsylvania and Colorado, have 
also given a great deal of trouble. 

The Babcock & Wilcox boilers on the other eight vessels of 
the fleet have practically no repair work outside of the capacity 
of the ship’s force; some of the boiler fittings, in common with 
those of the other vessels, require renewal and repairs. 

Some of the principal causes for trouble are leaky bottom- 
blow valves. These valves have been the ordinary heavy bronze 
stop valves, and it has been difficult to keep these tight. A 
new valve of plug type, designed so as to prevent sediment 
cutting its seat, is being experimented with, and the use of 
valves with nickel seats and discs has also been suggested. 
In a number of cases some of the internal feed pipes have 
become detached, which defect is to be remedied by a new 
design of internal feed arrangement. Defective tubes have 
been discovered from time to time in all of the different types 
of boilers. Vo guard against this it is necessary to have the 


May, 19009. 


International Marine Engineering 


179 


very best material and to arrange the tubes so that corrosion 
and wear are reduced to a minimum. 

The manner in which boilers are treated by the operating 
personnel and the hard or easy conditions under which they 
are caused to operate will, of course, have its full effect on the 
lasting condition of any boiler, and that boiler which can 
withstand most neglect and bad treatment without serious loss 
of efficiency has a most material advantage; for rough usage 
may of necessity be brought upon it on a naval vessel during 
war time. 

Should defects in the tubes or pressure parts develop it is 
most important that they be easily remedied or repaired. The 


CLEANING DOORS—BABCOCK & WILCOX BOILER. 


ability to make good a defective tube is, however, a point 
wherein the different types differ. In the Babcock & Wilcox 
boiler the ends of the defective tube may be plugged by simply 
lowering the water in the boiler, taking off the hand-hole 
plates at each end of the tube, inserting the plugs, refilling and 
starting up again. With the Niclausse boiler, the defective 
tube can be withdrawn and a spare one inserted, which would 
require about the same time as to plug a tube in the Babcock 
& Wilcox boiler, but while it is comparatively easy to locate 
a leaky tube in the Babcock & Wilcox boiler, it is a much 
more difficult matter to locate a small leak on a Niclausse 
boiler. On the Thorncroft or others of the express type it is 
also much more difficult to locate a small leak. And to do so 
it is necessary to cool the steam and water drums so that a 
man may get into each, and when the tube is located the 
plugging must be done from the interior of these drums. In 
the case of the Niclausse or Babcock & Wilcox boiler, the 
work of plugging or renewing of the tube is done by a man 
outside of the boiler. The Babcock & Wilcox boilers use an 
ordinary boiler tube which can be obtained at almost any large 
commercial center. The Niclausse boiler tubes are of special 
make, and for this reason cannot be as readily supplied in 
distant lands. To renew a tube in the Babcock & Wilcox 
boiler, each tube can be taken out separately by itself, no 
others being disturbed. In express boilers, except for a very 
few tubes, quite a number of good tubes may have to be cut 
out in order to get at the defective one. In some types of 
express boilers it is practically impossible to put in new tubes 
with the boilers in the vessel. In the express boilers, when a 
defective tube is discovered, it is usually plugged, and the 
process continued till there are so many plugged that the big 


job, often outside the capacity of the ship’s force, of cutting 
out and replacing defective tubes is undertaken at a navy yard. 

With the large tube boiler, arranged for independent 
examination and withdrawal of tubes, a defective tube can be 
renewed at once. Usually you never stop to plug a tube, as a 
new one can be put in in very little extra time, so these boilers 
can be kept in constant repair by the ship’s force. ‘This is of 
immense military advantage, and though the arrangements 
necessary cost something and also add weight, they are well 
worth the price, because you can have a boiler always ready 
for service and not one with a large percentage of the tubes 
plugged off. 

It is possible to go thoroughly all over a boiler of this type, 
replacing any part desired, while at the same time haying the 
boiler ready for steaming in a few hours in case it is required. 


GREASE, SALT AND SEDIMENT IN TUBES. 


These are conditions which many will say should not exist, 
but the fact is they do exist, and while it is sometimes pos- 
sible to keep all three—grease, salt and sediment—out of the 
boiler, conditions do and will continue to arise where you will 


FORGED STEEL HEADER—-~HANDHOLE COVERING 
GROUP OF FOUR 2-INCH TUBES. 


have them. This being so, the proposition then is how can 
they be gotten rid of and how can their presence be told before 
their ravages have become extensive? It is most important to 
be able to know the exact condition of the heating surface 
so that precautionary measures may be taken. Of course, a 
great deal can usually be done by use of soda or other cleansers 
and frequent blowing, but for thorough cleaning the heating 
surfaces should be capable of being looked at and accessible 
to cleaning by direct mechanical means. In the Niclausse 
boilers the field tubes do not drain, so these methods are not 
very effective, and the only effective way of getting the tubes 
clean is to remove the tubes and clean and replace them in- 
dividually, a matter entailing a great deal of labor and also 
very careful work in replacement. 


180 


International Marine Engineering 


‘ 


May, 1909. 


In the Babcock & Wilcox boilers each tube can be examined 
its full length and its surface thoroughly cleaned either with 
turbine cleaners, scrapers or brushes. In the express type of 
boiler this examination must be made from the interior of the 
drums, and if the tubes are bent the condition of their in- 
terior surfaces is never known. With the Babcock & Wilcox 
boiler any tube can be thoroughly examined inside of a few 
minutes. Thus any start at corrosion or wearing away can be 
detected and often remedied before it becomes a matter of 
importance. 

PRIMING AND SCALE FORMATION. 


One of the things that it is most desirable to avoid is 
priming. Some boilers guard against this by the use of steam 
drums. Small tube or express boilers are peculiarly subject 
to priming when using salty or brackish water. Of course, 
boiler water is always kept as fresh as possible, but there are 


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~ £2 94> 


small tube boilers the tube ends are not as easily accessible, 
and renewals are difficult to accomplish. Where small tubes 
are used, especially if bent, there is considerable danger in the 
scale deposit forming to such an extent in certain places as to 
cause the tube to be partially or entirely plugged. If scale 
should form in a boiler with straight tubes and accessible ends, 
the deposit can be thoroughly and easily cleaned out of the 
tubes, either by the use of scrapers or turbine cleaners. When 
scale or sediment of more than 1/16 inch thickness forms in 
small tubes (1% inches diameter or less) it defies removal, 
either from straight or curved tubes, as no turbine cleaner of 
such small size can be made with parts sufficiently strong to 
stand up to the work. 


COLLECTION OF SOOT ON HEATING SURFACES. 


In continuous steaming all boilers gradually collect a con- 
siderable quantity of soot on their heating surface. This col- 


Irs 


| 


| | | ’ 
ba | ll 
’ 


THORNYCROFT BOILER, AS INSTALLED ON UNITED STATES BATTLESHIPS. 


often unavoidable leaks in the condenser or other connections 
whereby salt water gets into the boiler. Sometimes there may 
not be time to repair the salt leak, and under these conditions 
a boiler that can be operated with salty water without priming 
has an advantage of considerable importance. One of the 
greatest drawbacks of the small tube or express boilers is the 
excessive priming when water that is at all salty is used. The 
recent trouble with the boilers of the Salem at Charleston is 
an extreme example of this. 

Large tube boilers can be operated with salty water, and 
the Babcock & Wilcox boiler has repeatedly demonstrated its 
ability, on the around-the-world cruise, to operate without 
appreciable priming, even with a fairly high degree of satura- 
tion. Boilers employing the field tube do not operate success- 
fully with salty water, and as sediment cannot be easily blown 
out, there is a much greater tendency to form scale. Thus the 
use of salt water in such boilers is attended with danger and 
difficulties. 

In express boilers, when any scale has formed, there is much 
more danger of leaky or burnt-out tubes than in the Babcock & 
Wilcox or Scotch boilers, and when these troubles appear in 


lection reduces both the capacity and economy of the boiler to 
a very great extent, and hence a most vital point in the design 
of a successful boiler is the ease, feasibility and thoroughness 
with which this collection of soot may be removed while the 
boiler is steaming. 

The ability to remove soot from the heating surface, while 
steaming, is one of the cardinal advantages of the Babcock & 
Wilcox boiler. By means of a steam or air lance, operated 
through the dusting doors provided in the sides of the casing, 
the soot is dislodged, and either carried up the smoke-pipe by 
the draft or it drops down and lodges on the horizontal baffle 
laid over the row of 4-inch tubes immediately above the fire. 
By means of a door in the casing, this horizontal baffle can be 
thoroughly cleaned of the soot. So the boiler can be cleaned 
at any time and kept clean while steaming. In other types of 
boilers the means for cleaning tubes of soot while under 
steam are defective, and in no types yet put into use have the 
facilities for thoroughly cleaning the fire-sides of soot ap- 
proached in any respect those provided with the latest type of 
Babcock & Wilcox boiler. This advantage looms up particu- 
larly when steaming long distances at high power. Though 


May, 1909. 


International Marine Engineering 


181 


many boilers show good results when starting out clean, as 
soon as the soot deposit becomes considerable the economy 
and free steaming of the boiler disappear or drop very ma- 
terially. 

ARRANGEMENTS FOR BAFFLING GASES. 


The economy of a boiler depends to a considerable extent 
upon the arrangements provided for baffling the gases of com- 
bustion and conducting them along the heating surface so that 
it will be most effective. The arrangement of the Babcock & 
Wilcox boilers allows for three passes across the nest of tubes, 
This brings about a rapid flow of gases past the heating sur- 
face at right angles to the length of the tubes and also keeps 
the gases in contact sufficiently long to enable practically all 
the available heat to be extracted, without a large ratio of 
heating to grate surface. The up-take temperature on Babcock 


tortion of the casing, due to overheating, has also been ex- 
perienced. The upkeep of the casings and brickwork of Nic- 
lausse boilers thus far used in service has been a matter of 
considerable expense. 

Express boilers also require a considerable quantity of 
brickwork, which in many places requires frequent and con- 
tinued renewal, also due to the positions of the lower drums; 
a considerable portion of the casing is in a position where 
conditions tend to corrosion and where examination and re- 
pairs are very difficult and in many cases impossible. 

. The durability and the ease with which any part of the 
casing of the Babcock & Wilcox boiler used in the United 
States navy can be replaced by unskilled labor has been well 
demonstrated in the fact that there have been practically no 
repairs necesary to the casing of any of the later type of this 


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NICLAUSSE BOILER, AS INSTALLED ON U. S, GEORGIA. 


& Wilcox boilers is remarkably low, and with good firing the 
temperature at the end of the last pass seldom exceeds 500 
degrees F., even with as much as 2 inches air pressure. 

The Niclausse boilers are not as well baffled. Their up- 
take temperatures are higher, and there is consequently a 
much greater loss of heat passing up the smoke-pipe. Con- 
siderable difficulty is experienced in Niclausse boilers in secur- 
ing baffling in place, and burning out the baffling tubes is a 
constant source of trouble. 

Most types of express boilers are not well baffled to secure 
good economy and low up-take temperature. Owing to struc- 
tural features in most types of express boilers satisfactory 
baffling cannot be fitted; frequent attempts at baffling these 
boilers have resulted in forming pockets from which it is 
practically impossible to remove soot and ashes. 


DURABILITY AND ACCESSIBILITY OF BOILER CASING, 


Another important feature from an operating point of view 
is the durability of the boiler casing and the ease with which 
damaged parts may be replaced. The sides and backs of the 
Niclausse boilers are built up largely of brickwork, and in 
service this brickwork, due no doubt largely to the movement 
of the vessel, shock of firing guns, etc., cracks and deteriorates, 
so that considerable repairs are frequently necessary. Dis- 


boiler, though there are many hundred thousands of horse- 
power in service, and many have been in continuous service six 
years. With this boiler there are no easily damaged parts of 
the casing near the bilges, hence there is no corrosion to the 
casing. The casing is made in removable sections, and no 
part of the casing or boiler front supports any part of the 
pressure parts. The boiler can be completely stripped, with all 
the pressure parts and piping connections in place, and this 
can be done without cutting any rivets, and the casing can be 
replaced without the need of any new material except such as 
may have given away, but none of the parts have to be broken 
or damaged in any way in order to take the casing off. 
Furthermore, any defect in the casing can be easily seen, so 
that it can be made good before it is extensive. The accessi- 
bility of all parts of the boiler is such that any one can be 
removed with but very slight or no disturbance of any other 
part, and such removal can be accomplished by the ordinary 
fire-room force. Thus a side-box, a mud-drum or a header 
can be taken out and replaced, the side-box in a few hours, the 
header or mud-drum in a couple of days, by the ship’s own 
force and without any but ordinary boiler makers’ tools. 

The only seams on a Babcock & Wilcox boiler are on the 
steam drum; they have never been known to leak, and if by 
chance they should, the leak is readily seen and can easily be 


182 


International Marine Engineering 


May, 1909. 


Snr rR rnnrrrreareereineererneerenet ere en I HOTS SSS SSS ssscsssss/\|\\-\n:;nec\eeeersr eee eee 


calked. In the case of express boilers, seams have often to be 
placed where it is difficult to calk them. Retubing or removal 
of a considerable number of tubes means an almost complete 
dismantling of the casing and usually the renewal of many 
parts that are damaged in the process of removal. 


SAVING OF WEIGHT BY USING EXPRESS BOILERS. 


The weight saved in express boilers has to be paid for, 
and it is paid for, as has been shown, in the excessive 
cost of repairs to these boilers and the difficulty encoun- 
tered in renewals of various parts. (2) In the lack of 
economy in continuous, long steaming, due principally to lack 
of good baffling and the collection of soot, which cannot be 


a boiler that approaches the complete answer to practical naval 
requirements of that developed in our service, and though the 
British navy does use large, straight-tube express boilers on 
some of its battleships, the larger portion of its recent installa- 
tions consists of the English type of Babcock & Wilcox. 
Good express boilers have their field in torpedo craft and fast 
scout vessels, where economy, durability and reliability have 
to be sacrificed in order to get the weight for the necessary 
power. In large vessels of the fighting line, where the boiler 
weights are only about 2 percent of the total weight, this sacri- 
fice is not necessary, and any step tending toward it would 
appear most unwise. 


BUCKET DREDGER FLEETWOOD. 


effectively removed while the boiler is in use. (3) In the 
difficulties experienced when such boilers are called upon to 
use anything but thoroughly fresh and clean water, and the 
danger of leaks and tube failure where even slight deposits 
of salt are met with. (4) In the inability to make good slight 
defects as they are noticed, so that the boilers cannot be 
always in the best shape with the vessel in active service. 

These conditions would bring out the question of whether 
the increased advantages in boilers of the Babcock & Wilcox 
type are really worth the increased weight and cost over 
express boilers. On a battleship the boiler weights are about 
2% percent of the total weight of the ship. By using some 
type of express boilers this weight might be reduced about 
three-fourths of I percent of the total weight of the vessel. 
On the score of weight saving it seems that this small extra 
weight, about 100 to 150 tons in our largest battleships, is well 
applied when the superior advantages are considered. As to 
first cost, some express boilers capable of doing the same work 
may be installed for about 20 percent less, but this difference is 
easily made up in one or two years’ repair bills, or a couple 
of years’ increased economy of coal consumption, to say noth- 
ing of the increased military efficiency of being always ready 
for service. : 

The adoption of a light express boiler, or one of a less 
reliable, economical or durable type than the one which has 
thoroughly demonstrated its advantages would seem to be a 
decidedly backward step, and one that sacrifices military 
efficiency and preparedness to temporary expediency. It may 
be urged that foreign navies have, to a considerable extent, 
used express boilers on their battleships, and that, therefore, 
this move should be followed, but in answer to this it may be 
stated that the German navy, or at least its battleships, do 
little extended cruising, and they never have had in their navy 


THE BUCKET DREDGER FLEETWOOD. 


This vessel is the largest and most powerful bucket dredger 
owned by the Lancashire & Yorkshire and London & North- 
Western Joint Railway Companies. She is of the bow-well, 
center-bucket ladder type; length, 172 feet; breadth, 36 feet 
6 inches; depth, 12 feet molded, and she is capable of raising 
goo tons per hour. The vessel is built to Lloyd’s highest class. 
The bucket ladder and box framings for supporting the chain 
of buckets and dredging gear have been constructed of the best 
class of girder work, all put together and efficiently connected 
with steel rivets closed by hydraulic pressure. 

Side shoots are arranged for discharging the dredged ma- 
terial over either side of the vessel into hopper barges, the lift- 
ing and lowering of each shoot being worked by an indepen- 
dent engine. The regulation of the spoil to either side of the 
vessel is controlled by a strong, flat valve door, fixed at the 
apex of the shoots and worked by a gear from the main deck. 

Separate accommodation is provided under the deck for the 
captain, engineers, crew and laddermen. The living quarters 
are well fitted up and well lighted and ventilated. 

Steering gear is fitted on the bridge, which is placed on the 
highest point of the dredger at the top of the main gear fram- 
ing. A complete installation of electric light is fitted through- 
out. 

Heavy elm beltings are fitted all round the vessel, also 
strong, vertical fenders at intervals, to take the wear of the 
barges lying alongside. 

The bucket ladder is suspended independently of the upper 
tumbler shaft. The main engines, which are employed for 
either propelling the vessel or driving the dredging gear, con- 
sist of ‘one set of the triple-expansion, surface-condensing, 


May, 1909. 


International Marine Engineering 


183 


inverted direct-acting type, having three cranks, and capable 
of developing 700 indicated horsepower. Steam reversing gear 
is fitted, also auxiliaries embodying all the latest improve- 
ments. Steam is supplied from two cylindrical return multi- 
tubular boilers, constructed under Lloyd’s special survey. 


three at the stern of the vessel, for manipulating the mooring 
chains and holding the dredger up to its work. Each winch is 
driven by a two-cylinder engine. The dredger is capable of a 
speed of 7 knots. She has a very complete outfit of stores and 
spare gear. The builders were Ferguson Bros., Port-Glasgow. 


FIG. 1.—A STEAM HOPPER BARGE, FITTED WITH TWO KINGSTON DREDGING MACHINES. 


The dredging machinery is of massive design. The gearing 
is arranged to work the buckets at two different speeds, ac- 
cording to the nature of material being dredged. All wheels, 
pinions, clutches, tumblers and bucket backs are of cast steel. 
The upper tumbler shaft is driven by a friction spyr wheel of 
large diameter and capable of being adjusted to convey the 
necessary power to the buckets, according to the hardness of 
material being worked. The hoisting gear for the bucket 
ladder consists of a heavy wire-rope tackle, working in upper 


KINGSTON DREDGING MACHINES. 

The Kingston dredging apparatus, manufactured by Messrs. 
Rose, Downs & Thompson, Ltd., Hull and London, is a self- 
contained piece of machinery which can be mounted on a 
barge or float or on a self-propelled hopper barge for dredging 
operations to be carried out at a great depth below the water 
level or in inaccessible places around quays and docks. 


Fig. 3 shows the apparatus complete with boiler installed on 


HARE 


FIG. 2.—KINGSTON DREDGING APPARATUS ON A SMALL SELF-PROPELLED HOPPER BARGE. 


and lower sheave blocks suspended from a cross-head fixed on 
a box-framing structure built into the hull at the forward end 
of the vessel, the lower sheave blocks are connected to the 
bucket ladder by strong forged side rods, the wire rope is wound 
on a large, grooved barrel, driven by gearing from a double- 
cylinder engine, all placed under deck. The wheels and 
handles for working this gear are placed on deck, under the 
control of the dredging master. The dredging buckets and 
links are of a specially strong design, each bucket having a 
capacity of 21 cubic feet; the connecting pins for the bucket 
chain are of manganese steel. A large crane is fitted on deck 
for overhauling buckets and links and for general purposes. 
Six powerful steam winches are fitted, three at the bow and 


an ordinary wooden barge not hoppered, while Fig. 2 shows 
the apparatus installed on a small self-propelling hopper barge. 
In this case steam for the dredging machinery is supplied by 
the main boiler of the barge. This class of machine is de- 
signed to convey its own spoil, and the particular one illus- 
trated is capable of carrying 125 tons of spoil at a speed of 6 
knots. Two or more machines can be mounted on one hop- 
per, as shown in Fig. 1, thus making a very compact harbor- 
dredging plant, capable of giving a daily output up to 4,000 
tons. 

The steam hopper barge shown in Fig. 1 has separate pro- 
pelling engines and boiler, and two Kingston dredging ma- 
chines fixed fore and aft of the hopper well. A complete 


184 


International Marine Engineering 


May, 1909. 


—_—_—_——————— 


plant of this description can be supplied capable of a daily 
output from 2,000 to 5,000 tons. 

In the construction of the Kingston dredgers no sliding 
counterweights are used to check the descent of the grab 
bucket. In ordinary types of similar machines the bucket is 
supported by two chains—the closing or hoisting chain, and 
the opening chain, the opening chain being held in tension 
while the bucket is lowered, and is capable of being stopped 
to allow the dredgings to be discharged, which is done by 
allowing the entire weight of the bucket to come upon the 


FIG. 3.—SELF-CONTAINED APPARATUS. 


opening chain. This chain is usually connected by a series of 
sheaves to a weight moving against a vertical slide beside the 
boiler. As the grab is lowered this weight is raised, thus 
keeping the grab open by the tension on the chain, In the 
Kingston dredgers the opening chain is led to an auxiliary 
winch, so that when the grab is allowed to run out there is no 
counterweight tending to stop it, and the full energy of the 
falling bucket is employed in embedding itself in the material 
to be lifted. 


The Lord Desborough. 


The largest dredger that has been built on the Clyde, and 
also one of the largest dredging vessels afloat, is the Lord 
Desborough, 330 feet long, 54 feet 6 inches beam and 23 feet 
draft. She is fitted with double suction pipes, arranged to 
ship inboard, and is capable of raising 4,500 tons of sand per 
hour from a depth of 70 feet below the water level. The navi- 
gating and pipe-maneuvering bridges are placed forward of 
the hopper, while the chart room and steering house are on the 
upper and lower bridges, respectively. An accommodation 
gangway leads from the lower bridge to the engine casing, and 
on this gangway the gearing for working the lander doors, 
wash-out valves and hopper valves is arranged. Officers’ 
accommodations are arranged aft of the machinery space, in- 
cluding a special suite of rooms for the superintending engi- 
neer. The crew’s quarters are forward of the hopper. 

The propelling and pumping engines, which were constructed 
by the builders, are of the triple-expansion type, using steam 
at a working pressure of 180 pounds per square inch. Steam 
is supplied by three multi-tubular boilers, each 15 feet in 
diameter. 

The vessel has the following auxiliaries: Three sets of 
Weir’s pumps, one Weir’s evaporator and feed heater, four 
Gwynne’s centrifugal pumps, a Kirkcaldy’s distiller and pump, 
also a separate duplex for water supply to the sand pumps. 
Electric light is fitted throughout. The telegraphs are by 
Messrs. Chadburn, and consist of seven transmitters and six 
indicators. The pipe-maneuvering winches are of massive 

design, each haying four barrels and weighing about 20 tons. 


The vessel was constructed by Ferguson Bros., Port-Glas- 
gow, under the direction of A. G. Lyster, of Liverpool, as- 
sisted by Messrs. H. West & Sons, Liverpool. 


CURTIS TURBINES FOR THE NORTH DAKOTA. 


: . f / F 

Fig. 4 is a vertical section of one of the Curtis turbines now 
being built by the Fore River Shipbuilding Company, Quincy, 
Mass., for installation in the battleship North Dakota. The 
North Dakota is designed for a normal displacement of 20,000 
tons, and requires for a speed of 21 knots approximately 
25,000 horsepower. This is to be supplied by two Curtis 
marine reversible turbines, each of about 12,500 horsepower, 
driving twin screws. The turbines are to be operated at 245 
revolutions per minute at full speed, with a steam pressure of 


FIG. 1.—LOWER PORTION OF EXHAUST END CASING. 


205 pounds per square inch in the steam chest and 28 inches 
vacuum in the exhaust shell. Each turbine is 144 inches pitch 
diameter and 22 feet 6 inches long center to center of the main 
bearings. The expansion of the steam is divided into nine 
stages in the ahead turbines and two stages in the reverse 
turbines. 

The turbine consists of a cast iron cylindrical casing, divided 
by dished cast iron diaphragms into the requisite number of 
compartments or stages. In each compartment, or stage, ex- 
cept the first and the last four, there is a separate wheel, which 
carries on its periphery three rows of moving buckets. In the 
first stage there are four rows of moving buckets on the wheel, 
since the greater energy drop in this stage produces a greater 
velocity of the steam jet from the nozzles, which requires more 
rows of buckets to properly absorb the energy at the bucket 


iam 


FIG. 2.—END VIEW OF THE TURBINE. 


May, 1g09. 


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International Marine Engineering 


185 


FIG. 3.—DETAILS OF BLADING. 


speed used. One-fourth of the available energy of the steam 
is expended in the first stage and thirty-three seconds in each of 
the other stages. This is done in order to keep the pressure in 
the shell as low as possible. It requires, however, that the first- 
stage nozzle shall be of the expanding type, while all the other 
nozzles are of the parallel-flow type. The moving buckets for 
the sixth, seventh, eighth and ninth stages are all mounted 
on a single drum, there being three rows of buckets to each 
stage. The wheels and drum are all mounted on a hollow steel 
shaft, carried by self-alining bearings at either end of the 
turbine casing. Where the shaft passes through the diaphragms 
which divide the turbine into stages they are provided with 
bronze bushings haying a small clearance, thus preventing 
appreciable steam leakage from one stage to the other. Where 
the shaft passes out through the ends of the casing it is pro- 
vided with carbon stuffing-boxes, which prevent steam leaking 
out at the head end or air leaking in at the back end where a 
vacuum exists. The stuffing-boxes are supplied with steam in 
the space between the carbon packing, to prevent air leakage. 


The reverse wheels are mounted in the after end of the 
casing, and under ordinary conditions, when the turbine is 
running ahead, they are in a vacuum, and, therefore, do not 
waste power by steam friction. Cast steel steam chests for 


FIG. 5.—RIVETING JACK. 


ahead and astern running are attached to the front and back 
casing heads, as shown, and are flanged for main steam pipes 
13% inches in diameter. The exhaust is through a rectangular 
opening 4 feet by 10 feet in the top of the casing at one side 
of the center line. 


Tord: Stage Wheel 


2/6" — — — 
2836 


IGS 1634" 


IH 
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ee 


FIG. 4.—SECTION OF CURTIS TURBINE FOR THE NORTH DAKOTA. 


186 


International Marine Engineering 


FIG. 6.—INTERIOR OF CASING. 


A regular marine thrust bearing is attached to the forward 
end of the turbine shaft, the thrust block forming an extension 
of the forward main bearing. In addition to taking any un- 
balanced thrust which may occur, this bearing also maintains 
the proper axial position of the rotor, so that the axial clear- 
ance of the blades is correct. This clearance is about 1/10 
inch on the first wheel, and increases as the size of the 
blades increases. The thrust bearing is placed at the for- 
ward end so that any unequal expansion of the shaft and 
casing will be allowed for at the after end, where the clear- 


ance is largest. The axial clearance is ample to allow for 
all unequal heat expansion that may occur and any mechanical 
irregularities, and leaves sufficient leeway for adjustments. 
Small clearances, both axial and radial, are unnecessary 
in the Curtis turbine, since the steam pressure on both sides 
of the wheels in each stage or compartment is uniform. 
Therefore, there is no tendency for leakage around the blades, 
and the clearance can be made as large as desired for 
proper mechanical construction. The only limit to the axial 
clearance or the distance between the edges of the blades is the 


FIG. 7.—ROTOR IN PLACE IN CASING. 


May, 1Icoo. 


International Marine Engineering 


PLIERS RL RG TA | 


FIG. 8.—TURBINE ASSEMBLED IN BUILDER’S SHOP. 


slight disturbance of the jet, which occurs at some distance 
from a nozzle or guide blade. 

The steam pressure at the forward end of the drum approxi- 
mately balances the thrust of the propeller, so that the thrust 
bearing is only required to take the resulting unbalanced thrust, 
which is comparatively small. The pressure distribution is 
proportioned to the area of the front of the drum to obtain 
this result. 

A new form of turbine blading has been developed by the 
Fore River Shipbuilding Company, which is being used in the 
construction of the turbines for the North Dakota. The blades 
themselves, of which some 90,000 are required for both tur- 
bines, are of special bronze, accurately formed to the required 
shape by being extruded through a die. This stock is manu- 


FIG. 9.—BLADING IN PLACE ON WHEE . 


factured by a brass manufacturing firm in Connecticut for 
the special needs of turbine blades. These blades are cut to 
the required lengths, and the ends are milled to enter a steel 
channel-shaped base on one end and thin steel strips, called 
shrouds, on the other end. Details of the blades, channel- 
shaped bases and shrouds are shown in Fig. 3, as well as a 
section of blading which has been assembled. 

The channel-shaped bases are made in pairs on a duplex 
milling machine. This machine has a long table, which serves 


as a fixture to hold two sections of square stock, from which 
two backs are milled. After the bars have been milled they 
are placed in a special milling machine, on which a shallow 
V-shaped groove is milled in each side of the base. These 
grooves are for the purpose of fastening the bases to the rotor 
wheels into which they are later calked. 

After the channel-shaped bases have been formed, the blades 
are riveted in place. This riveting operation is done by hand 


FIG. 10.—CALKING BLADING IN PLACE. 


in a special riveting fixture or jack, shown in Fig. 5. A 
block is provided with a clamping jaw, so arranged that an 
individual blade will be grasped and held firmly in a vertical 
position. A strap clamp at the same time holds the base piece 
in its proper relation to this blade. When both blade and back 
are thus clamped in proper relationship one to the other the 
riveting is quickly and easily done. Various sizes of these 


188 


International Marine Engineering 


May, 1909. 


—_—_—_—_—_——_: \YX——-<-<\¥}rx¥=—_—_—_—_—_—_————— 


jacks are necessary, because the blades are not all of the same 
length. 


After the blades have been riveted in place, the channel- 
shaped bases are placed on a special machine, where a series 
of cuts or slits is made through the legs of the channel- 
shaped piece. This is done in order to give the section of 
blading sufficient flexibility, so that the bases may be shaped 
to the positions which they are to occupy in both wheels and 
casings. This is a feature which has been largely responsible 
for the success of this new system of blading. The amount 
of flexibility gained in this way is shown by the section of 
blading in the lower part of the photograph, Fig. 3. This 
section has been supported at the center, and, as seen, con- 
forms itself into a curve of comparatively short radius merely 
by the action of its own weight, 


After the various sections of both moving and stationary 
blades are completed the turbine wheels are mounted in a 
horizontal position in a special machine for the operation of 
calking the blading into place and attaching the shroudinc. 
The turbine wheels themselves are built up of circular dis-s 
of boiler plates in which lightening holes are cut, as shown 
in Fig. 10. To these discs are riveted and screwed cast stee! 
rims. In the cast steel rims are turned a series of grooves of 
the proper size to receive the legs of the channel-shaped bases 
of the sections of blading. These sections of blading are 
placed in position, and the steel rim is then calked or staked 
down into the V-shaped grooves milled in the sides of the 
channel legs, thus holding the blading firmly in position in 
the wheel. It is stated that in tests a pull of some 9,000 pounds 
is required in order to loosen the blade after it has been 
properly calked in position. This, it is claimed, is more than 
ample to resist any stresses to which a blade might be put. 

Fig. 10 shows the manner in which the blades are staked in 
position. In the part of the machine which has the appear- 
ance of a tool block is clamped a pneumatic hammer, in which 
a forked calking tool is placed. This tool straddles the blades 
and stakes over the edges of the rim into the grooves of the 
channel-shaped legs. The wheel itself is slowly rotated by 
power derived from the electric motor, shown in the illustra- 
tion. At the same time the shrouding is placed in position 
over the milled outer ends of the blades, and the ends of the 
blades are securely riveted over. These various operations 
are clearly shown in Fig. 9, where three rows of blades are 
shown in place in the rim of a wheel; the ends of one set of 
blades are shown without the shroud in place; in-the next row 
the shroud is in place, but the ends of the blades are not 
riveted over; while in the last row the ends of the blades are 
riveted over and the entire operation is complete. 


The manner in which the stationary blades are secured in 
position is much the same as the moving blades. The sections 
of stationary blades are, however, fastened in place in the 
turbine casing by bolts. Fig. 1 shows the lower half of the 
exhaust casing with the blades in position, while the entire 
lower half of the turbine casing is shown in Fig. 6, 

The steam is expanded in each stage through nozzles bolted 
to the diaphragm, as shown in the sectional drawing, Fig. 4. 
The diaphragms have steam port openings cast in them to 
allow the steam to pass through to the nozzles. The nozzles 
themselves are government bronze castings, cast in long, seg- 
mental shapes. The openings are cored in them and have a 
double taper. These nozzles, of course, must all be of an 
exact size, and have smooth surfaces. In earlier types of 
Curtis turbines this was accomplished by chipping and filing, 
which was a very expensive process. A special planing 
machine was, therefore, designed and_ built, by means of 
which this work is now done. As there are both right-hand 
and left-hand nozzles in a reversible turbine, it was necessary 
to incorporate in the machine facilities for planing either right- 
hand or left-hand nozzles. 


REPAIRS TO THE FLORIDA. 


The Italian Line steamship Florida, which sunk the Re- 
public in collision off Nantucket, Jan. 23, was docked for re- 
pairs at the yards of the Morse Dry Dock & Repair Company, 
Brooklyn, N. Y. As shown by the photograph the bow of the 
Florida was crumpled up for a distance of about 40 feet aft 
of the stem. After the deck-fittings had been removed the 
shell plating on each side of the vessel was cut down to the 
water's edge, about 2 feet back from the damaged portion, with 
pneumatic tools: After the waterline was reached the ship 
was placed in drydock, stern first. The water was then pumped 
out, and a 200-ton Monarch crane floated up to the end of the 
dock and the chains were made fast to the damaged bow. 


A 


Sent, Se pliant 


we 


THE FLORIDA IN DRY DOCK, SHOWING DAMAGED BOW. 


The shell was then cut down through the keel on both sides, 
and the bow liited bodily by the crane and taken away. The 
ship was then lowered off the dock, turned around and placed 
bow in, in order to bring the bow close to the shops and tools. 
The various strakes of plating were then cut back to the butts, 
and the new stem, frames and plates placed in position. The 
ship was then riveted to above the waterline, and lowered off 
the dock when repairs were completed. ; 

This work was carried out with great facility, as the ship 
was delivered ready for cargo within twenty-four days. The 
steel stem, which was cast by the New Jersey Steel Company, 
Rahway, N. J., was delivered in four days after the pattern 
was received, which is one of the quickest jobs of steel casting 
which has come to our notice. 


A steel, single-screw steamer, 195.5 feet long, with a beanr 
of 43 feet and depth of hold of 19% feet, is in service on the 
Great Lakes for salvage and repair of wrecked vessels. The 
vessel is fitted with a towing machine, derrick and grab bucket, 
diving apparatus and an exceptionally large pumping plant. 


May, 1g09. 


International Marine Engineering 


189 


A SUCTION CUTTER DISCHARGING DREDGE 


FOR INDIA. Jobe dor 


Messrs. William Simons & Company, Ltd., of Renfrew, have 
completed and shipped, to the order of the Secretary of State 
for India, a specially designed hydraulic dredge for the im- 
provement of the waterways and for canal construction in the 
Bengal province. The dredger can open up a canal and de- 
posit the dredged spoil on or over the canal banks. The vessel, 
which is named the Alexandra, is of the shallow draft type, 
with the hull structure arranged and suitably strengthened to 
resist machinery vibration when the full engine power is 
being exerted. The dimensions of the hull are 205 feet by 4o 
feet by 19 feet. 

The suction pipe is carried by framework in a well for- 
ward. There is also attached to this frame the shafting and 
gearing for driving a Robinson’s rotary cutter, arranged to 


piles sunk under pressure in the sandy bottom of the canal 
or river, just as circumstances or the site of operations may 
require. 

A centrifugal sand suction pump is situated a little forward 
of amidships. It is specially constructed with wide spaces to 
permit of the passage of large pieces of debris. All surfaces 
liable to the erosive action of the sand are fitted with ad- 
justable wearing pieces. The suction pump is driven by an 
independent set of vertical triple-expansion engines of 900 
indicated horsepower. The pump delivers the material dredged 
direct through a floating pipe line Goo feet in length. The 
pipe line leaves the dredge at the stern, and here there is a 
special swiveling connection, so arranged that the pipe line can 
be connected directly aft or on either side of the dredge. 

The floating pipe line consists of circular pontoons, each 
carrying a discharge pipe, the discharge pipes being coupled 
together by special flexible connections. 


“ 
HYDRAULIC DREDGE, ALEXANDRA, UNDER CONSTRUCTION AT YARDS OF WM. SIMONS & CO., LTD. 


work in advance of the suction orifice for pulverizing and dis- 
integrating clayey material, which would otherwise resist the 
action of the suction pump. The suction frame is provided 
with a system of high-pressure water jets, for disintegrating 
compact sand which may not be resistant enough to call for the 
employment of the rotary cutter. Water for the jets is sup- 
plied from two special centrifugal pumps, in series, driven by 
an enclosed high-speed compound engine. The cutter is 
driven by bevel and spur gearing from an independent two- 
cylinder compound engine, placed on deck close to the well. 
Made of steel throughout, the cutter is, as stated, of Robin- 
son’s rotary type. It is designed to dredge hard clay or other 
difficult substance other than stones or rock, and is sufficiently 
strong to encounter immovable resistances without breaking. 
Should material, such as rock, be encountered, no breakage 
will occur; the engines will be simply brought to a stop, the 
working parts being sufficiently strong to take the strain. 

The suction frame is controlled by independent hoisting 
gear, driven by two-cylinder engines, and when not at work, 
or when the dredge is under propulsion, the frame and the 
piping and cutter are hoisted clear above the water level. For 
purposes of mooring while at work the dredge has an’ ar- 
rangement of horns at the bow. These horns carry long, 
wire-rope blocks and tackle, which connect with tube mooring 


The vessel has two sets of vertical triple-expansion surface- 
condensing engines, ‘each driving a propeller having four 
blades. The engines and propellers are designed to develop 
sufficient power for propelling the dredger at a speed of 9 
statute miles per hour. Steam is provided by two cylindrical 
multi-tubular steel boilers, constructed to Lloyd’s requirements 
for 160 pounds working pressure, reducing valves being fitted 
to suit the requirements of the auxiliary engines. 

One main condenser is provided to take steam from all the 
engines on board, the condenser having a complete outfit of 
steam-driven air and circulating pumps. The auxiliaries in- 
clude a vertical, long-stroke feed pump for boiler supply, with 
automatic control gear; two vertical duplex general service 
and bilge pumps; two feed-water filters, each arranged so that 
the other can be overhauled when the dredger is at work, and 
an evaporator for providing fresh water. The vessel has also 
a complete electric light installation. There is a workshop on 
deck, equipped with a forge and a number of machine tools, 
so that, irrespective of the position of dredging operations, 
repairs may be speedily effected on board without recourse 
to workshops on shore. Telegraphs are fitted from the operat- 
ing bridge of the dredger to all working parts, so that one man 
standing on the bridge can control all operations. 


190 


International Marine Engineering 


May, 1909. 


THE SIR HARRY BULLARD. 


The twin-screw, combined barge-loading and hopper dredger, 
Sir Harry Bullard, recently launched from Messrs. Ferguson 
Bros.” yard at Port-Glasgow, has carried out her dredging 
and speed trials on the Firth of Clyde. The vessel loaded her 
hopper in forty-five minutes at Port-Glasgow harbor, and 
afterwards proceeded to the measured mile, where, on four 
runs with and against the tide, a mean speed of about 8 knots 
was obtained, being half a knot in excess of the contract. 

The vessel has been built to the order of the Great Yar- 
mouth Port and Haven Commissioners, under the direction of 
Messrs. Coode, Son & Matthews. Her dimensions are: 


Teer other wae raiatstaastelaysserey nee lolstorers 172 feet. 
IEVAcOkd aa aA CC aermods OG EOD orbIG 31 feet. 
Dep thamoldedsearereerercieeicrr 13 feet 


The dredger is of the bow-well type, arranged to cut her 
Discharging shoots 


own flotation, having a central hopper. 


TWIN SCREW COMBINED BARGE LOADING AND HOPPER DREDGER. 


are fitted for self or barge loading; the navigating bridge is 
placed on top of the framing, and is fitted with a steam steer- 
ing gear, a Lord Kelvin compass, and Chadburn’s repeating 
telegraph. 

The machinery consists of two sets of compound surface- 
condensing vertical engines of 800 indicated horsepower, both 
engines exhausting into a large condenser, having an inde- 
pendent circulating pump and Edwards’ air pumps. Steam is 
supplied by two marine tubular boilers fitted with corrugated 
furnaces. 

Powerful triple-barrel, double-cylinder mooring winches are 
fitted at the bow and stern for manipulating the mooring 
chains, Chadburn’s telegraphs being fitted to transmit orders 
to these winches. The hopper doors are controlled by friction 
winches of the latest type, each winch having an independent 
engine, the worm wheels being of gunmetal and the barrels 
of cast steel. 

The gear for raising the bucket ladder is of massive design, 
capable of handling the ladder with steam at 50 pounds pres- 
sure, the working pressure being 120 pounds per square inch; 
compound brakes are fitted, also a double-cylinder engine, 
complete with governor and controlling levers. The spur and 
bevel wheels throughout the vessel are of cast steel, the upper 
tumbler shaft having double-friction spur wheels of large 
diameter. The buckets are of a design to facilitate the free 
discharge of clay, the backs are of cast steel, the bodies of 
steel plates and the wearing lips hard steel forgings, and are 


riveted by hydraulic power. The links and pins are of special 


quality steel for hard wear. 


The Suction and Force. Pump Dredger Po. * 


_ The Po, built by Werf Gusto, Shiedam, Holland, in 1908, to 
the order of the Italian Government, is a seagoing twin-screw 
suction and force-pump dredger, designed for deepening the 
river Po. The principal dimensions are: Length, 98 feet 5 


THE PO, 


inches; breadth, 19 feet 7 inches; depth, 7 feet 3 inches; ca- 
pacity, 555 cubic yards an hour. She is capable of dredging 
material from a depth of 23 feet. The spoils can be forced 
away to a distance of 330 feet through a floating conduit rest- 
ing on small pontoons fitted with anchors. This conduit has 
been specially designed for resisting the strong currents which 
prevail in the River Po. 


SUCTION DREDGER FOR NEW ZEALAND. 


In the yards of William Simons & Company, Ltd., Renfrew, 
Clyde, a large twin-screw, stern-well, combined bucket suction 
and discharging dredger, named the Mawhera, has been built 
for the Greymouth Harbor Board, New Zealand. The dredger 
was launched with all its machinery on board complete and 
ready for work. 

The hull and machinery were built to Lloyd’s highest class. 
The bucket and pump dredging outfit embodies all the most 
modern improvements, and is provided with all the appliances 
necessary for reclaiming land. The bucket ladder is arranged 
so that the bucket can dredge close up to quay walls, and also 
cut the dredger’s own flotation. The discharging pump is ar- 
ranged to receive and deliver, through a long length of floating 
and shore pipes, the material dredged by the suction pump or 
buckets. 

Propulsion is by means of two sets of triple-expansion, sur- 
face-condensing engines, each driving its own propeller. Steam 
is supplied from two steel boilers, constructed to Lloyd’s and 
Board of Trade requirements, for a working pressure of 160 
pounds per square inch. The propelling engines are also ar- 
ranged for driving the bucket chain at two different speeds, 
and the suction pump and discharging pump, either in conjunc- 
tion with the buckets or separately, as required. 

The auxiliary outfit includes independent automatic feed 
pumps, bilge pumps, service pumps, circulating pumps, con- 
denser, feed heater and filter. The dredging machinery is 
of very massive design for dealing with hard material, and all 
parts of the gearing and bucket chain are of special hard and 
durable steel, to reduce wear and tear to a minimum. Inde- 
pendent steam hoist gears are provided, both for ladder and 
suction pipe. The mooring winches at the bow and stern are 
exceptionally strong. 


“y\ 


May, 1900. 


International Marine Engineering 


1QI 


RECLAMATION DREDGERS FOR BOMBAY. 


Messrs. William Simons & Company, Ltd., Renfrew, have 
just completed two extremely powerful suction pump and 
discharging dredgers, to the order of the Bombay Port Trust. 
The dredgers, which are named Jinga and Kalu, are each fitted 
with what is claimed to be the most powerful pumping plant 
afloat, designed to dredge 2,700 tons of material per hour, and 
discharge same through a floating pipe line, fitted with steel 


also the handles for controlling the frame hoisting gear and 
the bow winch. One man can thus control and direct all the 
operations of the dredger and the pipe line. The living ac- 
commodation and the general arrangements are all designed 
for a vessel working in a tropical climate, every attention 
having been given to light and ventilation. 

The vessels are electrically lighted throughout, having a 
powerful. searchlight for manipulating the dredger’s pipe line 
when working at night. Telephone communication between 
the dredger and the end of the pipe line is also provided. 


THE JINGA, SHOWING ROTARY CUTTING GEAR. 


ball and socket joints and land pipes to a distance of upwards 
of 4,500 feet from the side of the dredger. These vessels will 
be employed upon an extensive reclamation scheme at Bom- 
bay, and have been constructed under the direction of Sir 
J. Wolfe Barry and Mr. A. J. Barry, M. M. Inst. C. E., con- 
sulting engineers in London to the Bombay Port Trust, and 
Mr. George Turner, resident inspecting engineer. It is esti- 
mated that by the operations of the two dredgers, under the 
present scheme alone, an addition of about 4% percent will be 
made to the area of the city of Bombay. 

Both dredgers will proceed to Bombay under their own 
steam, and for this purpose two sets of compound surface- 
condensing engines are provided, capable of driving the ves- 
sels at a speed of 8 knots. The pumping outfit consists of very 
large centrifugal suction and discharging pumps, directly 
coupled to triple expansion surface-condensing engines. A 
large condenser is fitted to take the exhaust steam from all 
engines on board. Steam is supplied from four very large 
cylindrical multi-tubular boilers, constructed to Lloyd’s full 
requirements and fitted with Howden’s patent forced draft. 
The boilers are specially designed for burning inferior Indian 
coal. A very full equipment of engine room auxiliaries is 
provided, including independent circulating pumps, independent 
automatic feed pumps, independent bilge and general service 
pump, feed heater, filter, evaporator, etc. 

A spiral rotary cutter is fitted at the lower end of the suction 
frame, driven by steel spur gearing by a set of compound 
surface-condensing engines. The suction frame is controlled 
by independent steam hoisting gear. Bow and stern winches 
of particularly powerful construction, arranged for rapid 
handling of wire-rope moorings, and anchor cables are pro- 
vided. The control of the dredger is centered on the operating 
bridge, on which are placed all telegraphs, speaking tubes and 
signals to the cutter engines, pump engines and stern winch, 


A GERMAN SUCTION DREDGER. 


Suction dredges in which the soil is drawn up from the 
bottom by suction and then forced overboard are largely used 
at the present time, principally on account of the economy 
which can be effected by their use. This is due, first, to the 
small working expenses, which are considerably less than 
those required for a bucket dredger, and, second, on account 
of the cost of repairs, which is also less than in the case of 
a bucket dredger, where there are so many parts which are 
subject to hard wear and tear. These considerations, taken in 
connection with the first cost and depreciation, make the 
suction dredger an economical piece of apparatus. 

In soft soil the suction of the pumps is sufficient to loosen 
the material and draw it through the suction pipes, while im 
hard material it is necessary to break up or cut the soil before 
it can be sucked up by the pumps. 

The illustrations show a suction dredger built on this princi- 
ple by the Gebriider Sachsenberg A. G., in Rosslau, Germany, 
for the Gebriider Goedhart A. G, Ditsseldorf. This dredge 
has a capacity of 17,660 cubic feet per hour in hard material, 
with a dredging depth of 46 feet, and is capable of forcing the 
soil through a distance of 3,281 feet. The principal dimen- 
sions are: Length between perpendiculars, 149.8 feet; breadth 
over the frames, 26.25 feet; molded depth, 11.5 feet; draft in 
working condition about 7 feet. 

The hull is built of mild steel to the highest class Ger- 
manischer Lloyd’s, and where necessary, as in the machinery 
foundations, special reinforcement is provided. The vessel 
has a steel deck and also steel deck houses over the boiler 
and engine rooms, built up of plates and angles. On account 
of the opening for the suction pipe in the center of the vessel 
forward, there are really two intercostal keelsons. These 
divisional bulkheads, together with five transverse bulkheads, 


192 


International Marine Engineering May, 1909. 


(e) 


© 


® 


= Ps = 


Te=e] a @lp ED 
a 
wa i 


=. 


SS) a BiGiesiail r crnle) 


PROFILE AND DECK PLANS OF GERMAN SUCTION DREDGE, 


GERMAN DREDGE IN OPERATION. 


divide the hull into six watertight compartments. A double 
fender of oak, 11.8 by 5.9 inches, extends entirely around the 
hull, and is fastened to the shell by heavy angle bars. There 
are also vertical fenders of the same dimensions every fourth 
frame space. - 

In the living quarters, which are in the forward part of the 
vessel, there are cabins for the dredge master, one for the 
two chief engineers, one for the two second engineers, one for 
one assistant, one for four firemen, and one for the crew. 
There is also a galley, pantry, storeroom and chain locker in 
this part of the vessel. ¢ 

The arrangement of the suction pipe, the windlass for op- 
erating it, and the cutting apparatus is shown in the plan and 
profile drawings. This pipe, when dredging at a maximum 
depth of 46 feet, has an inclination from the horizontal of 
about 42 degrees. Its construction consists essentially of two 
plate girders with the necessary cross and diagonal bracing of 
angle bars and plates. This pipe is movable about a hori- 
zontal axis, and is connected through a stuffing-box in the | 
port longitudinal bulkhead to the pipe leading to the suction 
pump. The cutting apparatus at the end of the suction pipe is 
operated through bevel gears from one of the main engines of 
the dredge. The apparatus itself consists of five knives fast- 
ened in a cast steel head, the outer end of the knives being 
fastened to a five-armed or star-shaped casting, to afford 
strength and rigidity. The knives are 12.6 by 1.77 inches by 
4.92 feet long. 

The arrangement of the boilers, pumps and engines is 
clearly shown on the drawings. The suction pipe leads first 


May, 1900. 


to the suction pump, thence leading to the force or pressure 
pump. All the pumps are of the centrifugal type, and are 
direct connected to steam engines. The suction pump is built 
by Nagle & Kaemp A. G., Hamburg, and has a bucket wheel 
90.55 inches in diameter fixed to a shaft 8.66 inches in diameter. 
The force pump, which is supplied by the same firm, has a 
bucket wheel 41.73 inches in diameter. The air and circulating 
pumps, the latter for the circulation of water in the condenser, 
are also direct connected to steam engines. The engine for 
driving the suction pump is of the triple-expansion, vertical 
type, with cylinders 16.14, 26.38, 40.55 inches in diameter and 
19.69 inches stroke. At a speed of 220 revolutions per minute 
it is capable of developing 900 indicated horsepower. 

The force pump is also connected to a triple-expansion, 
vertical engine, somewhat smaller than the other one. This 
engine has cylinders 11.81, 18.9, 29.53 inches in diameter with 
a stroke of 13 inches, and at 210 revolutions per minute 
develops 300 indicated horsepower. This engine also drives the 
shaft for operating the cutter. The air and circulating pumps 
are driven by a two-cylinder high-pressure steam engine. 

Steam is generated at a pressure of 190 pounds per square 
inch in two cylindrical, return tubular boilers of the marine 
type, each boiler having 1,937 square feet of heating surface. 
The boilers are 11.5 feet long, 11.15 feet diameter, and each 
has two corrugated furnaces 45.28 inches mean diameter, as 
well as 200 ordinary tubes 3 inches outside diameter, No. 10, 
B. W. G., and sixty-four stay-tubes 3 inches outside diameter, 
No. 1, B. W. G. The feed and auxiliary pumps include one 
feed pump, one duplex steam pump, one injector, one hand 
pump, one ejector. There is also an evaporator and an oil 
separator. With the exception of the bilge pipe all pipes are of 
copper, and where necessary are provided with means for 
draining off the condensed water. All pipes leading outboard 
have stop valves. All steam and hot-water pipes are care- 
fully lagged. 


THE FRUHLING SYSTEM OF SUCTION DREDGING.* 


In any attempt to improve the efficiency of the suction 
dredge an effort must be made not merely to loosen but also 
to secure the material by a mechanical cutting of the surface, 
and also to control the inrush of water at the suction pipe 
entrance. To achieve either of these results is to greatly im- 
prove the suction dredge. Otto Fruhling, of Braunschweig, 
Germany, a contractor, dredge operator and designer, has de- 
veloped a new system of suction dredging which fulfills the 
above desiderata and possesses other features of great value. 

His system consists of fitting a large inverted dipper-dredge 
bucket on the bottom end of the suction pipe to scrape up and 
collect the dredged material before the suction forces come 
into play. It was to be expected that the addition of the 
broad bucket head, with its ponderous weight and sharp 
cutting edge, would produce a greatly increased supply of sand 
and mud to the suction pump, but it was hardly anticipated 
that the action would be such as to completely bar the admis- 
sion of the surplus water; yet such was found to be the case, 
and to such an extent as to require the fitting of pressure- 
water connections to the inside of the bucket head, so that 
sufficient water might be pumped in at will to liquefy the solid 
material and bring it to such a consistency as would enable 
the suction pumps to handle it. Small valves added to the 
head, permitting a certain flow of the surrounding water at 
the will of the operator, were also fitted. 

In the interior of the scraper head, before the dredged ma- 
terial comes into range of the suction, it is forced into a 
mixing chamber, where the dredgings are reduced to a uni- 
form consistency by the pressure water or by the mere admis- 


* Abstract from an article by John Reid in ‘‘Engineering News.” 


International Marine Engineering 


193 


sion of outside water. From the mixing chamber the ma- 
terial is drawn through the pumps and is discharged into the 
hopper. 

The largest dredge of this type yet built is Dredge VII., be- 
longing to the German government and employed in widening 
and maintaining the approach channels through the Jade 
Estuary to the great North Sea naval station of Wilhelms- 
haven. This vessel (Fig. 1), built by F. Schichau, Elbing and 
Dantzic, Germany, will serve to illustrate the construction and 
operation of the Fruhling dredge. The principal dimensions 
of Dredge VII. are: Length, 265 feet; breadth, 48 feet; depth, 
20 feet. There is one large hopper forward of the machinery 
space, with a total capacity of 2,000 cubic yards, provided with 
bottom doors for discharging the dredgings by dumping. The 
propelling and pumping machinery consists of four sets of 
triple-expansion engines, each unit of 500 indicated horse- 
power. These four units are arranged tandem, two on each 
bedplate, and drive twin screws. The two aftermost engines 
are coupled direct to the propeller shafts and two forward 
units to the suction pumps. When it is desired to exert full 
power (2,000 indicated horsepower) on the propellers, as when 
steaming at sea or to a dump with a load, a clutch mechanism 
connects the forward and after units on each bedplate. In 
dredging only the after pair of engines are used for propulsion, 
while a speed usually of from 4 to 5 knots over the ground is 
maintained, and the forward pair of engines drive the pumps. 
All four engines exhaust to a central condensing installation 
with separate air, feed and circulating pumps. The arrange- 
ment lends itself to great economy, the coal consumption 
working out at the surprising figure of 0.85 pounds per indi- 
cated horsepower per hour over long periods of work. 

The suction pumps are two in number, each with a diameter 
of 5 feet 2 inches. When working in mud the speed of the 
pump is about 200 revolutions per minute, and when working 
in sand is 140, both figures, of course, being variable. The 
design of the pump is a very important element in the suc- 
cess of the Fruhling dredge, and it may be said, briefly, that 
the characteristic features are small diameter, high speed and 
small clearances. 

The most striking features of the Fruhling dredge are the 
arrangement of the suction arm and the bucket head. In 
Dredge No. VII., and in most other dredges of the type, the 
hull is cut in two by a narrow fore and aft channel or well, 
terminating just abaft the after pair of propelling engines. At 
the forward end of this well, at about the level of the water- 
line, a massive pillow-block on each side supports a pair of 
hollow trunnions, by which is supported the heavy bridge- 
girder frame, which carries the suction and pressure pipe and 
bears the stresses coming on to the dredging head. At the 
lower end of the girder is a huge pair of hinges, by which 
the bucket head is attached, so that it has a movement of 
rotation about a horizontal axis at right angles to the direction 
of the girder, to enable the cutting angle to be varied at will. 
The hinges are hollow, and through them the suction pipes 
enter the bucket. This latter is made of steel castings bolted 
together, and is 16 feet 6 inches broad by about 5 feet in 
depth. It has a cutting edge studded with hollow teeth, 
through which jets of pressure water can be ejected to help 
break up tough material. There are also baffle plates to reduce 
the size of the entrance, and a series of bars to form a grid 
and prevent the admission of undesirable objects. 


The operation of the Fruhling dredge is briefly as follows: 
The heavy head is dragged over the bottom at a speed of 4 
of 5 knots. It scrapes or plows off a strip as wide as itself, 
from 12 to 18 feet, and from 12 to 18 inches in depth. The 
material as it is plowed up is forced into the head by the 
pressure of the scooping action. Here it is kneaded, mixed 
and liquefied, as may be found necessary, and finally is sucked 
up by the pump. The action is quite continuous, but is in 


194 


International Marine Engineering 


May, 19009. 


DREDGE NO. VII. 


two distinct stages: first, the mechanical cutting and mixing 
and then the removal by suction, the suction forces acting 
entirely inside the head and not outside of it, as in the 
ordinary dredge. 

In her trials Dredge No. VII. greatly exceeded anticipations. 
The contract called for a pumping capacity per hour of 4,500 
cubic yards in soft ground. The actual result on trial was 
6,500 cubic yards (about 7,7co tons); in heavy, sandy ground 


Transverse 


Engine Froom. 


with connections to a long shore-pipe line is necessary, or 
with the hopper dredges it is necessary to dump alongside a 
stationary dredge and repump, with a consequent loss of time, 
material and money. . 

This is obviated in the Fruhling design. A suction pipe 
extends along the center of hopper through the hollow center 
girder and communicates with the interior of the hopper 
through lateral branches. Opposite to these branches on the 


Forward Hopper: 


Sections. 


Hold Plar. 


DETAILS OF DREDGE NO VII. 


(specific gravity, 1.96) the dredge excavated 4,680 cubic yards, 
the proportion of solids in the discharge being 65 percent. 

A secondary valuable feature of the Fruhling dredge is the 
method by which the hopper contents can be sucked back 
through the pumps and discharged on shore through a swivel- 
ing deck pipe, by means of which a temporary connection to a 
shore line of pipes can be made. Hitherto hopper dredges 
have had to dump through the bottom doors. If it is desired 
to use the dredgings for reclamation either a special dredge 


hopper sides are similar branches connecting with fore and aft 


pipes having sea inlet connections through the ship’s_ side. 
When the hopper is charged and it is desired to repump its 
contents, which may have packed very firmly, the sea inlet 
valves are opened, admitting water into the wing pipes. On 
opening the valves in the lateral branches and starting the 
suction pump, water is drawn across the openings between the 
branches. This rush of water carries the dredgings lying 
between the pipe branches, and the superincumbent masses of 


May, 1909. 


International Marine Engineering 


195 


material gradually fall down and are sucked into the pumps. 
The pump discharges through a rising pipe into the swiveling 
deck pipe, shown in Fig. 2, by means of which temporary 
connection is made to a shore pipe line. It has been found that 
approximately the same time is taken to pump the hopper load 
ashore as was spent in dredging it. Further, the dredgings, as 
dropped from the shore-pipe end, are in the semi-fluid form, 
and there is no rush of excess water as with the ordinary 
shore-pumping methods. 

In the practical use of the Fruhling dredge several secondary 
advantages conduce to greater economy and efficiency. For 
example, the dredge normally operates at a speed of 4 to 5 
knots over the ground; it is, therefore, always under good 
steerage way, and can avoid passing vessels and maintain a 
fair course against tide and wind. In addition, the action of 
the cutting head, free from any suction influences, is to leave 
the surface dredged level and clear of over-depths and side or 
under cuts. The ordinary suction dredges frequently leave 
deep pits and high ridges in the dredged channel, and their 
operation near dock walls or loaded wharves often involves a 
serious risk of undermining such work. Slipping of dock 
walls from this cause has actually happened. 


A GAS-PROPELLED MOTOR BOAT. 


About two years ago, Mr. Gray, president of the Mianus 
Motor Works, Mianus, Conn., designed a 25-horsepower 
marine gas producer for installation in a small motor boat. 
As compared with the ordinary gas producer used for station- 
ary power plans, this producer effects a great saving in space, 
at the same time maintaining the efficiency of the stationary 
type. The saving of space is effected by the design of the 
scrubber, which is only one-quarter the size of the generator, 
whereas, in ordinary stationary plants, the scrubber is usually 
about twice as large as the generator. Salt water is used in the 
scrubber instead of fresh water, making the entire apparatus 
easily available for ocean-going travel. 

The grates in the generator are arranged to shake and dump 
without opening the doors. The entire plant is thus made as 
simple and easy to operate as possible. 

The boat has been in service since July, 1908, principally 
on Long Island Sound. The operation of the producer has 
been found to be excellent in all kinds of weather, and the cost 
of operation, when using hard pea coal, is only about 27 
percent of the cost of the same plant operating with gasoline. 
An average of from 1 to 1% pounds of coal per horsepower- 
hour is consumed, and, in the 25-horsepower plant, assuming a 
maximum of 114 pounds of coal per horsepower-hour, the 
consumption for ten hours would be 313 pounds, and with coal 


SR0L0 Slack fh 
SYfCly 4 Valve ©. 


at $6 (£1.25) a ton, the total cost would be 94 cents (£0.19). 
The same size motor operating on gasoline would require 1/t1o0 
of a gallon of gasoline per horsepower-hour, or a total of 25 


GAS PRODUCER AND SCRUBBER. 


gallons for ten hours, making a total cost at 14 cents a-gallon 
of $3.50 (£0.72). 

The space occupied by the 25-horsepower producer is 4 feet 
by 6 feet; the height over all, 5 feet, and the total weight is 
1,2c0 pounds. 


GENERAL ARRANGEMENT OF MIANUS MOTOR BOAT. 


International Marine Engineering 


May, 19009. 


Published Monthly at 
17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 
General Agent for Canada, Nil Asselin, Box 86, St. Roch, Quebec 

City, Canada. 

Branch Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 

Offices Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


Notice to Advertisers. 

Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the roth of 
the month. 


Dredges. 


Although dredges form only a small part of the total 
tonnage of shipping produced each year, yet on ac- 
count of the important part which they play in the 
navigation of rivers and harbors their design and con- 
struction should be carefully considered by shipbuilders 
and marine engineers. Like many other pieces of 
floating apparatus, early types of dredges were de- 
veloped largely by contractors or engineers who were 
chiefly concerned with the work which the dredge was 
to perform rather than with the vessel in which the 
apparatus was to be installed. Consequently, early 
types of dredges usually consisted of some form of 
bucket or dipper conveniently placed on a scow with 
means for raising and lowering the bucket and dis- 
charging the contents into a barge. As dredging oper- 
ations became more extended the apparatus. naturally 
increased in size, although the general principles re- 
mained the same. As a matter of fact, the scow type 
of hull is not well adapted to dredger construction. 
The design of a dredge involves the placing of heavy 
machinery in various parts of the hull, as well as pro- 
viding for the excessive strains set up in the structure 
due to the operation of the dredge. These strains, 
due primarily to the thrust of the ladder, must be pro- 
vided for by a thorough system of longitudinal and 


athwartship bracing in the hull, and all the machinery 
requires secure foundations, which should form a part 
of the hull structure itself. These facts are best ap- 
preciated by a marine engineer, and the best results 
can obviously be secured when both hull and machinery 
are designed with a view to their relative require- 
ments and limitations. 

Sea-going bucket dredges are usually of the stern- 
well type, in which the dredging apparatus consists 
of a series of buckets operating on an endless chain 
through a well located on the center line of the boat, 
either at the bow or stern, as may be desired. The 
design of dredges of this type more nearly approaches 
ordinary steamship design, and such dredges are built 
of large size and great power, some of the most re- 
cent ones being over 300 feet long. The most com- 
mon type of sea-going dredge, however, is the suc- 
tion dredge, and the introduction of this type is un- 
doubtedly the most important departure in design that 
has yet been introduced. 

Until recently suction dredges have been of com- 
paratively small size, capable of handling a few hun- 
dred tons of material an hour; nearly all operated on 
the same general principle—that is, a suction pipe 18 
or 20 inches in diameter fitted with some form of 
scraper or suction head, capable of being raised or 
lowered, and either dragging after the vessel or pro- 
jecting forward from it, is connected to a centrifugal 
suction pump which draws a comparatively large vol- 
ume of water into the suction head and along with it 
a certain amount of the mud or sand which is to be 
raised. The contents of the pipe are then forced into 
the hopper of the vessel or into a barge alongside, 
where the mud and sand settle to the bottom of the 
hopper and the water is allowed to overflow. Some 
form of rotary cutter is usually provided in the suc- 
tion head in order to break up hard or clayey sub- 
stances, so that the suction forces will draw the mate- 
rial into the pipe. 

It is obvious that this type of dredge is inefficient 
in operation from the fact that, with every cubic yard 
of material raised by the pump, a great quantity of 
superfluous water must also be raised only to be dis- 
charged again. Frequently, too, much of the solid 
material which is raised by the pump escapes with the 
overflow water, so that in some of the largest and 
most up-to-date dredges of the hopper type it has been 
found that oftentimes in service in certain kinds of ma- 
terial only about one-tenth of the power expended at 
the pump is actually realized in raising solid mate- 
rial which can be secured in the hopper. Apparently 
the most successful attempt to overcome this waste is 
found in the, Fruhling system of suction dredging, 
where the end of the suction pipe is provided with an 
inverted dipper or bucket, which scrapes up the mate- 
rial and brings it to the suction head before the suc- 
tion forces are allowed to act upon it. By means of 
this system it is claimed that the solid material can be 


May, 1909. 


raised without at the same time raising a large percent- 
age of water. It is claimed that the material as it 
leaves the discharge pipe is a dense black or gray 
semi-fluid similar in consistency to mortar. In soft 
mud and earthy material it has been found possible to 
pump and secure in the hopper about 90 percent of the 
solid material, whereas in the former type of suction 
dredge 15 or 20 percent was considered highly satis- 
factory. Even in coarse or hard sand it has been 
found possible to secure 50, 60 or even 70 percent of 
solid material. 

The remarkable development in the size of suction 
dredges is apparent when it is considered that the latest 
addition to the fleet consists of a vessel 500 feet long, 
capable of raising 10,000 tons of material from a depth 
of 70 feet below the water level in fifty minutes. Re- 
ciprocating engines direct connected to the pumps and 
cutter mechanism, winding machines, etc., are usually 
employed for power purposes. In self-propelled, sea- 
going dredges the main propelling engines are fre- 
quently installed so they can be disconnected from 
the propeller shafts and connected to the pump shafts 
by clutches, so that the same engines can be used for 
both purposes. Electricity has been used to a certain 
extent, but not very widely, in operating dredges. The 
facility of transmission and ease of control will be im- 
portant factors in its successful application to this 
work. Chains have almost entirely disappeared from 
dredges, and wire rope has been substituted in their 
place. Wire rope not only runs more smoothly and 
with a great deal less noise, but also gives warning 
when there is a possibility of breakage, something 
which does not occur when chains are used. 


Naval Boilers. 

Not so very many years ago the British Admiralty 
made the costly experiment of installing in its war ves- 
sels almost exclusively a single type of watertube 
boiler. This was done before it had been conclusively 
proved that the boiler adopted possessed superior ad- 
vantages over other types of boilers then in existence. 
The result of the experiment was that after a short 
period of service this type of boiler was abandoned 
as unsuitable for naval purposes, and, wherever it was 
possible to do so without entailing too great expense, 
other boilers were substituted for them in ships then 
under construction. It is doubtful if any nation will 
ever again give any particular type of boiler such an 
extensive trial as this without first making careful com- 
parative tests. It has been the policy in nearly every 
case to adopt a certain type of boiler only after its 
advantages have been conclusively proved by com- 
parative results with other types of boilers. 

A splendid opportunity was given in the recent 
around-the-world cruise of the American battleship 
fleet to compare the results of four different types of 
boilers under cruising conditions. One of these types, 
namely, the Scotch boiler, need hardly be considered 


International Marine Engineering 


107 


in the results, as the question of weight now practically 
prohibits the use of Scotch boilers in naval vessels, 
notwithstanding their excellent economy and durabil- 
ity, and it is likely that those now fitted will soon be 
replaced by watertube boilers. Leaving out of the 
question the Scotch boiler, interest centers in the rela- 
tive advantages and disadvantages of using large tube 
and express boilers. The results of observations of 
the performance of the boilers made on the cruise of 
the American fleet, as stated by one of our corres- 
pondents elsewhere in this issue, are valuable in this 
connection. The figures given for economy of coal 
consumption are, of course, very general, as no attempt 
was made to analyze the efficiency of propellers, en- 
gines and boilers, and without more definite data the 
actual comparative efficiency of the boilers could not 
be stated exactly. The main point brought out by our 
correspondent—and, perhaps, after all, the most im- 
portant point to be considered—is the question of 
maintenance and repairs. In general, the express type 
of boiler, although permitting a slight reduction in 
weight, is more inaccessible for general repairs than 
the large tube boiler; consequently, the large tube 
boiler can be kept in a better state of readiness for 
service, and while scaling, corrosion and deposits of 
soot, grease, etc., may not be more prevalent in the one 
type than in the other, yet their effects seem to be less 
harmful in the large tube boiler than in the express 
type, chiefly for the reason that the large tube boiler 
can be more easily cleaned and inspected, and when 
necessary defective parts can be readily replaced in a 
short time by the fire-room force. Any boiler that can 
be easily cleaned and repaired without the necessity of 
taking the ship to a navy yard possesses an advantage 
which for military purposes cannot be overestimated, 
as the boiler can then be kept in the best of condition 
and will always be in shape to respond to forcing. 
The durability of boiler casings, while not as impor- 
tant as the durability of the boiler itself, is also an 
important point in naval vessels. 

The economy when steaming at full power and the 
ability to stand forcing are not considered in this arti- 
cle, since the observations were made almost wholly 
at cruising speeds. Small tube or express boilers nat- 
urally permit of forcing to a higher rate of evapora- 
tion per square foot of heating surface than large tube 
boilers; but, at the same time, this result is obtained. 
at the sacrifice of durability and accessibility for re- 
pairs. The question of the use of a more rugged type 
of express boiler, or one which might be termed a 
semi-express boiler, capable of withstanding rough 
usage, and, at the same time, capable of being forced 
to a high rate of evaporation per square foot of heat- 
ing surface, has been brought forward tentatively from 
time to time; but as no boilers of this type are installed 
on any United States battleship, there is no opportunity 
to make a satisfactory comparison of their performance 
with the other boilers. 


198 International Marine Engineering 


May, 1909. 


a ——— ee 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 


Tons. Knots. Mar. 1. Apr. 1 
S. Carolina.. 16,000 18% Wm. Cramp & Sons......... 82.3 86.9 
Michigan ... 16,000 18% New York Shipbuilding Co... 93.0 95.2 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 68.5 73.0 
North Dakota 20,000 21 Fore River Shipbuilding Co... 74.5 77.9 
Florida . 20,000 2034 Navy Yard, New York...... 4.8 8.4 
Utah <...... 20,000 2034 New York Shipbuild 2, Uo... 5.6 10.8 

TORPEDO-BOAT DESTROYERS. 
Smithers 700 28 Wm. Cramp & Sons..:....... 67.8 71.4 
Lamson .... 700 28 Wm! Gramp & Sons... 2-2... 5. 66.3 69.4 
Preston .... 700 28 New York Shipbuilding Co... 60.2 64.1 
Flusser 5.00 700 28 BathplronmyViOLKS=riiaemretetstens 60.6 63.2 
Reid 000 700 28 Bath Iron Works............ 60.0 63.0 
Paulding aoe 742 29% Been leer WORMS ooocHeooodce 5.0 7.0 
Drayton .... 742 29% Bath Iron Works............ 5.0 7.0 
Roe Werterciare 742 291%4 Newp’t News Shipbuilding Co. 17.6 29.5 
ANSEAR Gesanc 742 291%4 Newp’t News Shipbuilding Co. 17.1 27.4 
Perkins .... 742 291%4 Fore River Shipbuilding Co... 11.7 15.7 
Sterrett ..... 742 2914 Fore River Shipbuilding Co... 11.7 15.7 
McGalligtes- 742 291%4 New York Shipbuilding Co... 8.2 10.5 
Burrows .... 742 29%4 New York Shipbuilding wo... 8.1 10.0 
Warrington.. 742 2914 Wm. Cramp & Sons...... oe eee 12.4 
Mayrant .... 742 2914 Wm. Cramp & Sons.......... 8.1 12.2 
SUBMARINE TORPEDO BOATS. 

Stingray .... Fore River Shipbuilding Co.. 77.5 82.0 
Tarpon ..... Fore River Shipbuilding Co.. 76.2 81.7 
Bonita 6 Fore River Shipbuilding Co.. 71.5 76.7 
Snapper .... Fore River Shipbuilding Co.. 71.0 76.3 
Narwhal 0 Fore River Shipbuilding Co.. 74.4 84.2 
Grayling ... Fore River Shipbuilding Co.. 70.7 77.8 
Salmon Fore River Shipbuilding Co.. 64.2 66.6 
Seal? a.;2ie Newp’t News Shipbuilding Co. 4.6 8.8 


ENGINEERING SPECIALTIES. 


The Nelson Bronze Swing Check Valve. 


The valve illustrated is designed for working pressures up 
to 125 pounds per square inch, each valve being tested to 250 
pounds. For steam service this valve has a bronze disc 
fastened to a self-hinging clapper. When used for hydraulic 
work, the valve has a leather disc, kept in place by means of a 
bronze disc retainer. The body is cast in one piece and 


the bearing for the clapper is cast in the valve body. The ball 
and socket joint between the disc and the clapper provides free 
movement, so that the back pressure causes the valve to seat 
perfectly. When the valve is open the flow is unrestricted to 
the full capacity of the line. The valves are manufactured by 
the Nelson Valve Company, Wyndmoor, Philadelphia, Pa., in 
sizes suitable for use on pipes ranging from 3% to 3 inches in 
diameter. 


A Fillet or Radius Gage. 


This gage, which is manufactured by the L. S. Starrett 
Company, Athol, Mass., is also referred to as a concave and 
convex gage and is especially adapted for use in laying out 
special forming tools, dies, etc., as well as for measuring 
fillets, making the tool of use to machinists and tool makers, as 


THE L.S. STARRETT CO. 
ATHOL, MASS. U.6.A 


No.178-A 


The gage is made in two sizes, one 
with 26 leaves stamped to indicate radii by sixty-fourths from 
1/16 inch to %4 inch, and one with 32 leaves stamped to indi- 
cate radii by sixty-fourths from 17/64 inch to 1% inch. The 
illustrations show a few of the ways in which the gage may 


well as pattern makers. 


be used to advantage. 


Sirocco Fans. 


The distinguishing features of the Sirocco fan, manufac- 
tured by the American Blower Company, Detroit, Mich., are 
found in its blast wheel or runner. This is of drum form, 
with a large inlet chamber inclosed by numerous blades, which 
are very long axially but narrow and are curved forward. In- 
stead of having from eight to sixteen blades it usually has 
sixty-four, and these blades are generally from six to nine 


TURBINE-CONNECTED FAN. 


times as long as they are wide. This type of construction per- 
mits a given sized wheel at equal speeds to discharge a volume 
of air about four times as great as the old type of steel plate 
fan, or for a given duty it is claimed that the Sirocco fan can 
be made about one-half the diameter of the former standard 
paddle-wheel. By comparison with the former type the 
Sirocco fan occupies about one-half the space, saves one- -third 
the weight and about one-fifth of the power. These adyan- 
tages are very important when the fan is applied to marine 
work, but by no means the least important advantage is the 
fact that the fan does its work with very little noise, adding 
greatly to the comfort of passengers on board ship. The fans 
are made with either single-inlet runners or double-inlet run- 
ners, and may be driven by direct-connected reciprocating en- 


May, 1909. 


International Marine Engineering 


199 


poe — ee 


gines, electric motors or steam turbines. The increasing use of 
small steam turbines for driving the auxiliaries on board ship 
makes this type of installation perhaps of most interest. The 
illustration shows a 20-inch double-inlet fan, direct connected 
to a steam turbine for forced draft installation. The blower 
has a capacity of 28,c00 cubic feet against a pressure of 5% 
inches of water at 1,500 revolutions per minute. Forty-brake 
horsepower are required to drive the fan and an efficiency of 
65 percent is claimed. 


An Improved Method of Governing Pumps. 


Most pump governors are designed to maintain the water 
discharge pressure at a certain fixed point, but there are nu- 
merous conditions under which this uniform discharge pres- 
sure is not altogether desirable—as in feeding boilers where 
the boiler pressure may vary. The disadvantage of a uniform 
high-feed pressure is readily evident on marine boilers where, 
say, 250 pounds pressure is carried at sea and perhaps only 


List of Parts. 


Cap 
Adjusting Screw— = 
Spring Adjusting Nur 
SHUG ee 
Pressure Sprig 
Piston Follower 


Nain Fstor7 


i 
i 


Pystor7 


Balance P1s10/7 


hirernedare 

Bushing 
Body 
Vian Valve— 
Main late Lise: 
Botton Plag— 


80 pounds while in port. In these instances, unless the gov- 
ernors were frequently readjusted, pumps equipped with 
ordinary governors, would at all times tend to keep the feed- 
line pressure over 250 pounds, The enormous surplus pres- 
sure on the feed line when the boilers were running on the 
lower pressures would tend to throw the feed water into the 
boiler with great force, would grind out the valves quicker, 
would make accurate feeding difficult, and the pumps would 
race whenever the feed valves were opened. The fireman or 
water tender must also manipulate the throttle valve oftener, 
if there were no feed-water controllers on the boilers. It 
would thus be difficult to maintain the correct water-level in 
the boilers and, in addition to being noisy, the pumps would 
wear unduly. In cases like this it would be highly desirable 
if the governor maintained the feed-line pressure at just the 
right excess at all times to make the flow into the boiler 
regular, 

The Foster excess pump governor, manufactured by the 
Foster Engineering Company, Newark, N. J., automatically 
maintains a fixed excess discharge pressure above the boiler 
pressure regardless of the amount of water being supplied. 


Steam from boiler, 


Sri LZ 
(aca 


Referring to the cross section, it will be seen that the goy- 
ernor is provided with two diaphragms, the upper one sub- 
jected to the pump discharge pressure through the connection 
at the top of the governor, while the lower diaphragm is in 
communication with the boiler pressure. Between these two 
diaphragms is a differential washer, the proportions of which 
determine the excess of water pressure over the boiler pres- 
sure. Reducing the area of the upper surface of this differen- 
tial washer will increase the excess discharge pressure and 
vice versa. Steam entering the valve passes through the port 
to the boiler under the lower diaphragm. ‘This tends to raise 
the diaphragm and allow the upper spring to lift the auxiliary 
valve off its seat and permit steam to enter the piston cham- 
ber, thus forcing down the piston and main valve with which 
it is engaged and allowing more steam to pass to the pump. 
When the pump discharge pressure passing through the con- 
nection in the top of the governor reaches its proportional 
excess it acts on the upper diaphragm, forcing it down and 
tending to close the auxiliary valve. The steam pressure on 
top of the piston is thereby reduced, permitting the lower 


Discharge from 
Luihap TO 
“Excess GOver/aor” 


Discharge jrom 
pump to boiler, 


\ ee 
“il & } <fn 


Close whee pulrp 
45 Out OF SCE7VICE. 


spring to close or partially close the main valve and reduce 
the steam pressure to the pump. The operation is not inter- 
mittent but continuous, the pump automatically slowing down 
or speeding up as conditions require. 


TECHNICAL PUBLICATIONS 


Oil Motors. 
Pages, 272. Figures, 306. London, 1908: 
Company, Ltd. Price, 15s. net ($4.50). 

This book is a translation of the third edition of Die Petro- 
leum und Benzinmotorem, which in Germany constitutes a 
handbook widely read by all persons interested in the con- 
struction or operation of stationary and automobile engines 
using liquid fuel. From a description of the liquid fuels avail- 
able the author leads up to the construction of various types 


By G. Lieckfield. Size, 614 by 834 inches. 
Charles Griffin & 


_of engines with explanations of their various parts, the func- 


tions of the latter, and concludes with very complete notes on 
troubles which may occur with gas engines and the various 
means of rectifying them. A number of pages are devoted 
to a discussion of marine engines and recent motor boats, 
showing installations as large as 3,000 horsepower. 

Since the same appellations are not used for oil fuels in 
different countries, it is necessary for the reader to note 
carefully how various oils are designated. In this book the 


209 


report of the fuels committee of the Motor Union of Great 
Britain and Ireland have been very closely followed, in the 
hope that by adopting recognized standards the meaning of 
the various appellations will be accurately interpreted. 

Regarding the much disputed question of what petroleum 
really is the author sustains the theory that it is the result of 
a natural distillation of animal matter. The most that can 
be said in favor of this theory is that it is quite as justifiable 
as the theories which class petroleum as the result of decom- 
position of vegetable remains or as the result of natural re- 
action of gases upon minerals. 


The Economy Factor in Steam Power Plants. By George 
W. Hawkins. Size, 6 by 9 inches. Pages, 133. Figures, 49. 
New York, 1908: Hill Publishing Company. Price, $2. 

The problems of power plant efficiency and economy are 
among the most important which must be met by the engineer- 
ing profession. The possibility of a future scarcity of fuel 
and the certainty of increasing fuel costs lend additional 
weight to the subject. Moreover, the subject is one on which 
too often the designer is placed upon his own resources, so 
that he can obtain little information outside of what he has 
collected during his own experience as an engineer. In fact, 
there has been a tendency for individual members of the pro- 
fession to jealously guard such information as part of their 
most valuable assets. Perhaps this feeling accounts for the 
fact that up to the present time little has been published 
treating comprehensively of this subject. The data used in 
compiling the work under review have been carefully selected 
from the results of actual experiments, all unauthentic re- 
ports and manufacturers’ claims being absolutely discarded. 
One can be reasonably certain, therefore, that he has before 
him an authentic collection of data upon the economic per- 
formance of various pieces of apparatus which are used in a 
marine steam power plant. 

The book is divided into four parts, the first taking up 
individual apparatus, such as boilers, engines, electrical gen- 
erators, condensing apparatus, feed pumps, oil pumps, oil 
burners, feed-water heaters and fuel economizers. Part II. 
discusses the factor of evaporation, showing its effect upon 
complete plant economy and also the influence of the various 
auxiliaries upon it. In Parts III. and IV. the complete plant 
economy is considered, the full rated load being taken up in 
Part III. and the variable load in Part IV. Although it was 
the original intention to make the work apply only to oil-burn- 
ing plants, yet the necessary conversion charts have been 
added, so that the results may be readily converted from oil 
to coal or wood, as desired. The part of the book relating 
to boiler efficiencies refers primarily to oil-burning practice. 


The Gas Engine. . By Forrest R. Jones. Size, 6 by 9 inches. 
Pages, 447. Figures, 142. New York, 1909: John Wiley & 
Sons. Price, $4. 

The general order in which the subject is treated in this 
book is descriptive, operative, testing for faults, theoretical 
and results of trials. The descriptive portion is particularly 
well illustrated, many details being given which usually are 
shown only in the assembled engine. In connection with the 
operation of gas engines, illustrations are given of actual 
plants, and especial features of each are given in detail, show- 
ing not only the methods of starting and cooling, but also the 
method of regulating or governing the speed of the engine. 

The part of the book describing tests is thoroughly prac- 
tical, and will be of particular interest to operating engineers 
who may not have the advantage of theoretical training. 
Numerous examples of indicator cards, taken in actual prac- 
tice, are given, and the calculations for finding horsepower are 
shown in detail. Considerable space is devoted to a de- 
scription of producer gas apparatus and the fuels which are 
used for gas making. In this connection economy and 
efficiency are carefully considered. 


International Marine Engineering 


May, 1900. 


The last part of the book is taken up with the theoretical 
discussion of various heat cycles and pressure-volume dia- 
grams, while the results of the more important tests made by 
the United States Geological Survey are tabulated, showing 
the approximate analysis of various coals, the composition of 
producer gases from various fuels, and finally the number of 
pounds of coal per brake-horsepower delivered by the engine. 


General Lectures on Electrical Engineering. By Charles 
Proteus Steinmetz, A. M., Ph. D. Size, 6 by 9 inches. Pages, 
284. Figures, 48. Schenectady, N. Y., 1908: Robson & Adee. 
Price, $2. 

These lectures, seventeen in number, are general in nature, 
dealing with the problems of generation, control, transmission, 
distribution and utilization of electric energy; that is, with the 
operation of electric systems, of apparatus under normal and 
abnormal conditions, and with the design of such systems, 
although the design of apparatus is discussed only so far as 
necessary to explain its operation and so judge of the proper 
field for its application. Due to the limitations of time and 
space, the treatment of such involved subjects must necessarily 
be essentially descriptive and not mathematical. That is, it 
comprises a discussion of the different methods of applica- 
tion of electric energy, the means and apparatus available, the 
different methods of carrying out the purpose and the relative 
advantages and disadvantages of the different methods and 
apparatus which determine their choice. 


COMMUNICATION. 


The Fastest Ships in the World. 
Editor INTERNATIONAL MARINE ENGINEERING: 
Supplementing your interesting article on the fastest ships 
(February, 1909) I should like to point out the extremely high 
V 
value of V L for motor boats. I have no reliable figures but 
I believe the following are fairly accurate: 


IK V 
Length Speed Wit 

laletiiom Ils ooooceenccsce BOmOM 21.5 3.4 
Legro-Hotchkiss ....... Bomeu 20.6 4.73 
Napier lll rms ess </rcyaee 40’ 0” 25.0 3.95 
Napier : linn aap ene sa ae os 39’ 9” 18.8 2.98 
OWES? oasconsccuce 30’ 0” 18.2 3.32 
WAEENOT® ooooccovoccce Pit! at? 12.8 2.77 
Briere, Wlo5occecoo000 55’ 0” 13.0 1.75 
Wolseley-Siddeley ...... 39’ 4” 30.4 4.85 
Wolseley-Siddeley* .... 30' 4” 27.35 4.43 
IDbSkS. JOMAKs coir e ome. 30’ 6” 31.347 4.04 
IDbS1O diliords Coes BOmou 27.75 4.41 
CGwratrolbesecemc so: Ts 12.5 1.44 
Dragontlvaneeeer eee 40’ 0” 18.0 2.85 
Olmos! cescocodoapoemeee 40’ o” 21.2 3.35 
IGS Sadan oolso cae eee 30’ 84” 25.725 4.08 

* In race. 


It will be seen that, in calm water, these boats are very fast 
relative to their length. E. M. Drxon. 

The type of ferry described on page 29 of our January 
issue, which is in use at Finnieston in Glasgow harbor, was 
invented, patented and first constructed by William Simons & 
Company, Renfrew, for this particular service. The first boat 
of this type to be constructed was the Finnieston, 80 feet long, 
43 feet beam, 9% feet full-load draft. She was built by 
Messrs. Simons & Company in 1890, and has proved so valu- 
able for this service that the additional boat described in our 
January issue has recently been built by Ferguson Bros., 
Port-Glasgow, for the same service. 


May, Icoo. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent atorney, Loan & Trust Building, Washington, 
1D), CG; 


910,277. APPARATUS FOR ELEVATING GOLD-BEARING DE- 
POSITS FROM RIVER BEDS. ALBERT LEE ELIEL, OF SAN 
FRANCISCO, CAL., AND OSCAR H. ELIEL, OF LA SALLE, ILL., 
ASSIGNORS OF ONE-THIRD TO LEWIS E. AUBURY, OF SAN 
FRANCISCO. : 

Claim 4.—An open-ended, vertically-arranged, hollow shaft, an air 
box mounted on the hollow shaft at the upper end, air tubes communi- 


cating with the air box and with the lower end of the hollow shaft and a 
flexible tube communicating with the air box and with a source of com- 
pressed air. Twenty-seven claims. 


910,489. WAVE POWER. LEWIS WOLFLEY, OF PRESCOTT, 

Claim 3.—In a wave power, the combination with piers arranged to 
provide inlets therebetween, of a float reciprocally mounted within an 
inlet, an anchor beam extending across said inlet and sliding in channels 
in said piers, guides upon said float engaging said anchor beam, guide 
rods slidingly connecting said float and anchor beam and preventing 
Jateral movement of the former, and power-transmitting devices operated 
by said float. Seventeen claims. 


910,594. APPARATUS FOR LOWERING SHIPS’ BOATS. 
SHS ANE SMITH, OF SLEMDAL, NEAR CHRISTIANIA, NOR- 
WAY 


Abstract.—The boat rests on chocks which can be quickly removed by 
‘means of a system of tackles or similar appliances; the boat then hangs 


freely in a frame-like contrivance which is capable of turning in a _ver- 
tical plane on pivots placed considerably lower than the boat and in- 


-side its point of suspension. ‘This suspension frame is kept in position 
by a system of tackles controlled from the boat, and these tackles have 
only to be eased off in order that the boat may be brotght away from 
the side of the vessel ready to be lowered into the water. To the 
suspension frame are attached bars whose other ends are arranged to be 
‘movable in a transverse direction, being at the same time connected 
with ratchet and pawl arrangements to prevent any inward movement. 
By this means the rolling of the ship will not cause the suspension 
-frame to turn inwardly while being lowered. One claim. 


912,198. PROPELLING MECHANISM FOR BOATS. JAMES 
T. STAFFORD, OF NEW YORK, N. Y. J 
Claim.—A boat comprising a T-shaped structure consisting of a trans- 
versely disposed member and a forwardly extending longitudinally dis- 
posed member, a U-shaped structure consisting of a transversely dis- 
osed member and rearwardly extending longitudinally disposed mem- 
ers, bearings secured to the transversely disposed member of the T- 
shaped structure and to the longitudinally disposed members of the 
U-shaped structure, shafts journaled in the bearings, propeller wheels 
secured to the shafts, pinions secured to the saafts and disposed between 
-the transversely disposed members of the structure, bearings secured to 


International Marine Engineering 


‘closed in the stationar 


201 


the transversely disposed members of the structure and to the longi- 
tudinally disposed members of the T-shaped structure, a shaft journaled 
in the bearings and a pinion mounted on the shaft and meshing with the 
first-named pinions, said last-named pinion being also arranged between 
the transversely disposed members of the structure. One claim. 


911,581. CARGO VESSEL. JOHN ROBERT FROST DETTMER, 
OF SUNDERLAND, ENGLAND. 

Claim.—In ships the combination of a hull, tanks of uniform section 
throughout disposed thereon continuously from the poop to the after 
end of the forecastle, top plates to said tanks carried inwardly to meet 


(AM emetic cles ot 


the shell plating of the vessel below the joints between said plating and 
the hatchway coaming, and outer sides to said tanks which are set back 
from alinement with the sides of the vessel. One claim. 


911,670. ENGINE. WILLIAM H. McLEOD, OF BOSTON, MASS. 
Claim 1.—A launch, having, in combination, a hydro-carbon motor, a 


af 
SEN 
SS : 
SSN a 
SSS SEG SS 
well communicating with the water outside of the launch and an ex- 
haust pipe for the motor passing through the well. Four claims. 


911,806. BOAT. NAPOLEON B. BROWARD, OF TALLAHAS- 
SEE, FLA. 

Claim.—A water craft, the bottom of which is formed of two rounded 
symmetrical and parallel after parts forming an intermediate channel, 
and a single forward part, the two after parts at the bottom partially 


U7, 


lapping upon the single forward part, but at a distance laterally there- 
from, with channels between the overlapping parts formed by the shape 
of the bottom itself, and leading from the sides of the bow to the central 
channel. One claim. 

912,814. HYDROPLANE VESSEL. GEORGE RONSTROM CLIF- 
FORD, OF CHICAGO, ILL. ae 

Claim 1.—A hydroplane vessel, the entire bottom of which inclines 
backwardly and downwardly and forms the hydroplane, having a 


pointed prow, a transversely rounded hull and a rearward, vertically 
tapering main body extension of considerable length, extending below 
the water line, the undersurface of which extension forms a continuation 


of the vessel’s bottom. Six claims. 


913,367. ANCHOR. THOMAS DOWNIE, OF LIVERPOOL, 
ENGLAND. 

Claim 1.—In ships’ anchors, a head having a passage therethrough 
and chambers in the side walls of the passage, the front walls of said 
chambers being curved, a shank provided with projections relatively 


smaller than the said chambers, and so shaped that the opposite edges 
of each projection engage with the corresponding edges of each chamber 
when the shank is in its extreme positions, and the front edge of each 
Diol con bears against the curved front edge of each chamber. Two 
claims. 


913,787. SUBMERGED FEATHERING PADDLE-WHEEL. LA- 
DISLAV VOJACEK, OF PRAGUE, AUSTRIA-HUNGARY. 

Claim 2.—The combination of a stationary casing, a rotary inclosed 
casing arranged below the stationary casing, a hollow shaft penetrating 
the stationary casing and carrying the rotary casing, bevel gearing, in- 
t casing, for rotating said shaft and the rotary 
casing, a plurality of blades or paddles journaled in the rotary casing, a 
central gear inclosed by the rotary casing, other gears inclosed by said 
rotary casing and connecting the blades or paddles with the central 
gear, a shaft carrying said central gear and penetrating the hollow 
shaft and means for rotating said last-named shaft. Four claims. 


202 


International Marine Engineering 


May, 1900. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. CG. 


20,672. TORPEDO ENGINES. 
AND E. LEES, WEYMOUTH. 

In multicylinder torpedo engines of the single-acting, enclosed type 
the working parts are kept cool and free from deposit by directing the 
exhaust through water-cooled passages outside the crank chamber, and 
then delivering it to the hollow tail shaft at the rear side of a valved 
partition therein. In the four-cylinder engine shown, the exhaust from 
one pair of adjacent cylinders passes from the valve chambers, along cor- 
responding pipes leading to a common conduit on the outside of the 
crank chamber. The first conduit leads to a second conduit communi- 
cating by peripheral holes with the hollow tail shaft on the side of the 
partition remote from the crank chamber. The water jacketing of the 
passages is in this case effected by allowing the sea water free access 
to the exterior of the crank casing. If found desirable, these passages 
may be formed by separate pipes instead of being integral with the crank 
and tail shaft casings. A valve in the partition automatically relieves 
any excess pressure in the crank casing due to leakage of fluid past the 
pistons. 


21,122. TORPEDOES. G. F. JAUBERT, PARIS. 

A heating device for the compressed air of torpedo engines consists of 
a number of cartridges with metallic or refractory envelopes and with 
tubular passages placed within a casing through which the air is ar- 
ranged to pass. There may be insulating packing. The cartridges con- 
tain chemical fuels, and are fired simultaneously by means of a striker 
released by the same means which release the operating lever for the 
compressed air. The products of combustion do not mix with the air. 
The prior use is admitted of liquid-fuel burners, of incandescent ther- 
mite in contact with the current of air, and of a combustible material 
within tubes around which carbonic acid gas for actuating the engine 
passes. 


21,195. SHIPS’ HULLS. €. A. MANKER, PEARL, ILL., U. S. A. 

The under surface is of greatest width at the point of first contact 
with the water, and then curves upwardly towards the bow, the sub- 
merged portion inclining rearwardly and inwardly towards the stern. 
Stability guards are provided, but are carried round the stern to form a 
counter, which becomes slightly submerged when the vessel is under 
way, due to the lifting of the bow, consequent upon the under-water 
form of the vessel. 


21,649. TURBINES. J. S. GREEN, PITTSBURG, PA., U. S. A. 
Vanes and guide-blades of elastic-fluid turbines are made with a core 
of stiff, resilient metal, such as steel, and are covered with an cuyclope 
of non-corrodible metal, such as copper. The envelope is attached to the 


WHITEHEAD TORPEDO WORKS 


core by. welding. The method preferably employed is to weld an en- 
velope to a mild steel or iron ingot. The whole is then worked as an 
integral mass, and is eventually drawn into strips of the desired blade 
section and cut into proper lengths. 


HER MARINE SIGNALS. L. DION, WILKESBARRE, PA., 
A 


Wh Sb Jes 

A channel or ships’ course is marked out at night-time and in foggy 
weather by a number of submerged incandescent electric lamps pro- 
vided with reflectors for producing strongly illuminated patches of 
water, which may be close enough together to form a continuous bright 
track. Each lamp is buoyed at the end of a branch cable by a float, 
which may be constructed with the upper surface formed as a concave 
reflector. The bulbs of the lamps may be made thicker than usual and 
may be protected by cages. Different courses, such as the outward and 
return courses of a ferry, may be indicated by different-colored lights, 
and the light may be made intermittent by having an interrupter in cir- 
cuit, or by switching the current alternately into two cables. In foggy 


weather the lights may be observed through a water telescope or through 
a submerged bull’s-eye in the ship’s bows. The invention is specially 
applicable in the navigation of submarine vessels, and in time of war for 
indicating to friendly vessels by means of a series of lights a safe 
course of entry into a harbor defended by mines, the location of the 
neighboring mines being indicated by lights of different color, and the 
current being switched off as soon as the vessel is past the danger zone. 
The invention is also applicable for indicating the position of sunken 
rocks or shoals. 


aah SCREW PROPELLERS. J. C. WALKER, GLAMORGAN- 


Relates to screw propellers of the type in which the blades are secured 
to a circumferential ring provided with intermediate blades extending 
inwards, and consists in making the outer blades of an area equal to the 
area of the main blades less their ineffective root portion. The outer 
blades are at least half the length of the inner blades. The inner blades 
are preferably made to extend aft away from the boss, and the outer 
blades are arranged to extend forward from the surrounding ring. The 
HE by which the propeller is secured to the shaft is provided with 

ades. 


21,731. SHIP LIFTS. B. SALOMON, FRANKFORT-ON-THE- 
MAIN, GERMANY. ; 

In a canal ship lift, the lifting apparatus is constructed with a member 
or members capable of being swung about an horizontal axis and held 
in position by pulling ropes or chains extending on both sides of the 
axis and passing ogver drums. The carrier is attached by ropes directly 


to the members, or to a lifting appliance mounted either on the mem- 
bers or in the vicinity of the axis by which the carrier can be raised and 
lowered independently of the movement of the member. In a modifi- 
cation, similar to a shear, the ropes are replaced by a rigid tension or 
compression member having a lower bearing capable of horizontal move- 
ment. 


21,756. TURBINES. W. McKELVEY, J. McKELVEY AND R. 
KING, BELFAST, IRELAND. 

A number of blades are combined with a segmental base-block for in- 
sertion in a rotor or stator groove, by arranging them in a mold and 
running in molten brass or other metal round the ends. The blades 
are notched at the end or are perforated to increase the strength, 
Other forms of notch may be used, or the blades may be cut and de- 
formed at the ends. The figure shows the metal molding box or chill in 
which the base-blocks are cast upon the ends. It consists of a base, side 
plates and end pieces secured together, a gate being left for the intro- 
duction of the metal. The blades are separated by distance pieces, and 
a screw is fitted at one end to tighten them up in the mold. To allow 


\) 


AN 
SSA 


Wn 


FW 


SS 


WS 


ES 


for the extra width of the base over the blades, plates of depth equal to 
the depth of the distance pieces are inserted, or the side plates may be 
stepped at the bottom. The segment is bent to the curvature of the 
rotor or casing and caulked into a dovetailed rotor or casing groove. 
The segments are locked together by a dovetailed joint or by some 
equivalent arrangement. The curvature may be imparted during the 
formation of the segment, and to facilitate insertion in the grooves a 
portion of one side of each groove may be removed, the last segment to 
be inserted being provided with a projection corresponding to the missing 
portion. The last segment is secured in place by screws or other means, 


21,959. STEAM PUMPS. J. HUTCHINGS, LONDON. 

A portable direct double-acting pump, for use in mines, ships, etc., is 
provided with an oscillating plug valve which controls the motive fluid 
to the power cylinder and the suction and discharge of the pump cylin- 
der. The valve is provided with U-shaped divisional walls connectin 
the solid parts. On the completion of the stroke, the valve is oscillate 
by levers actuated by a tappet rod, which is connected to the piston-rod. 


22,287. RAISING SUNKEN SHIPS. G. PINO, GENOA, ITALY. 

In apparatus for raising submerged vessels, pairs of bowed gripping 
levers having clutch blocks to hold the vessel and lower tackle blocks 
attached at the alternate ends, are kept open during lowering by ropes 


er ee 
“= {Oh= oss, 
5 


attached at intermediate points on the levers. The weight of the levers. 
is partly balanced by cork, etc., filling. The liftin x lines pass between 
adjustable guides; supports and ropes assist in holding the vessel when 


raised. The pontoons have rudders, which can be raised if required. 


| SYh key | JUNE, 1909. 


The Sakura Maru, which was recently completed and is at 
present on a cruising tour, is unique in many respects, for she 
is not only the first steamer for the Japanese volunteer fleet, 
but also the first which is fitted with turbine machinery con- 
structed in Japan. It may be stated here that the Imperial 
Marine Association, which was founded in 1899, to deal with 
general maritime affairs, under the patronage of Tal, I, Jel 
Admiral Prince Arisugawa, saw, during the Russo-Japanese 
war, the want of merchant vessels which could be fitted out as 
auxiliary cruisers, and sought the general sympathy of the 
public to assist the government in providing such vessels. 


her as a mail and passenger express 
and Keelun, from the beginning of the year, under the aus- 
pices of the Formosan Vicegerency. The general particulars 
of the vessel are as follows: 


Length between perpendiculars............--. 335) it 
IBYREEKGKN ccooodooccco cacuaoas bon g00EaHe0 s0D0 43 ft. 
IDS copooocc0snccccosoon0cpooacepancooNeac 31 ft. 6 ins. 
GOSS WORTARO, .oosconccascoovo00004 Suagesara: 3,200 tons. 
IDANne eels oo. 0b.o'S 6 Doe DO Oe ea ADCS cmon Tents 
IDIGDIEKESTAEIME coo 000000000000000G0000005 90000 3,880 tons. 

=| 


THE SAKURA MARU, FIRST STEAMER FOR THE JAPANESE VOLUNTEER FLEET. 


‘Asa result the Imperial Volunteer Fleet was founded in 1905, 
strongly supported by the general public, and also by material 
assistance from Baron Goto, minister of the Communica- 
tion Department, then the Viceroy of Formosa. The Formosa 
Vicegerency promised to grant a yearly subsidy of £26,000 
($126,529), on the condition that the first steamer built should 
run between the mainland and Formosa, and in this connec- 
tion more than half the fund for the first steamer was raised 
among the Formosans. 

The order for first steamer was placed at the Mitsu-Bishi 
Dockyard & Engine Works in May, 1906. She was completed 
in October, 1908, and the management of the vessel was 


Indicated horsepower:...-....-...-.---------- 8,500 

Space Oa ttl. o5000000000000000000000000006 21 knots, 
Machinery—Parsons marine turbines. 

Boilers—Miyabara watertube. 

Number of special first class passengers...... 4 
Number of first class passengers............-. 28 
Number of second class passengers.........-- 42 
Number of third class passengers..........-- 240 


She has a cut-water stem, elliptical stern, two pole masts, 
with a small signal yard on the fore mast, and two elliptical 
funnels. As she is a fast boat her lines are very fine, and 
with her graceful sheer she presents a very smart appearanice. 


204 


International Marine Engineering 


_ JUNE, I909.. 


fT 


She has been built to meet the requirements of the Japanese 
Shipbuilding Regulations, and in addition every care and 
precaution was taken in her construction and fittings to ensure 
her suitable for use as a merchant steamer in peace and an 
auxiliary cruiser in war. There are seven watertight bulk- 
heads, which, together with watertight bunker bulkheads, sub- 
divide the vessel into eleven compartments. The main drains 
are 9 inches in diameter. All the machinery is below the 
waterline, and watertight coal bunkers are located along the 
sides of the machinery space. The rudder, steering gear and 
all communication apparatus and gears are below the water- 
line. Prevention of fire is effected by dispensing with wood- 
work as much as possible, and having the main fire-service 
pipes all below the waterline, with an arrangement so that 
even if some of the branch pipes which are above the water- 
line should be destroyed by an enemy, the remaining ones, by 
means of valves, would probably be ample. Provision is also 
made to receive two 6-inch guns, six 12-pounders, two 20-inch 


boat deck on top of the after deckhouse. There is also a 
searchlight platform on the after boat deck. 

At the forward end of the shelter deck there is a small deck- 
house, which not only contains a companion way and lamp. 
room but serves as a shelter for two cargo winches. About 
amidships there is a large deckhouse, containing the reading’ 
room, first class dining saloon, smoking room and several 
private cabins. At the center of this deckhouse there is an 
entrance hall leading to the dining saloon, with a grand stair- 
case leading to the staterooms on the deck below. Ample 
natural light is provided in way of the staircase by means of a 
large skylight, decorated with stained glass. The sides and 
ceiling of the entrance hall are finished in the same manner as. 
the dining saloon. On the central wall there is a large teak 
frame, with a bronze plaque, bearing over 600 names of the 
principal subscribers to the fleet. 

In general the fittings and decorations of all the public 
rooms are neat and simple in character. The sides of the 


FIRST CLASS DINING SALOON. 


searchlights, wireless telegraph, magazines, naval boats and 
many other necessaries in case of need. Bilge keels are fitted 
for about two-fifths of the length of the vessel amidships. 


GENERAL ARRANGEMENT. 


There are four decks—the boat, shelter, spar and main 
decks. The boat deck extends about 180 feet amidships, form- 
ing a splendid promenade for passengers. At the fore end 
of the boat deck there is a large deckhouse to accommodate 
the navigating officers, also with one special room for the 
special first class passengers. The roof of this deckhouse 
forms a spacious flying bridge, upon which have been placed 
the chart room, the bridge being used exclusively for navi- 
gating purposes. On the boat deck six 26-foot lifeboats are 
carried, four of which have Welin’s patent quadrant davits. 
They are also fitted with shifting chocks, permitting the boats 
to be chocked either fully inboard or along the extreme edge 
of the deck, thereby saving promenade space. Other boats 
are fitted with extra heavy davits to receive the naval launches 
when required. Two other boats are stowed on the after 


dining saloon are finished in a framing of teak, with oak 
panels inlaid with rosewood. The ceiling is of paneled pine, 
painted dull white. There is seating accommodation for thirty- 
four persons, arranged at small tables. There is a handsome 
sideboard of teak frame with oak panels with inlaid work. 
In addition to the light obtained from the side windows there. 
are four skylights carried up to the flying bridge, thus convey- 
ing ample natural light to the saloon. Skylights and swinging 
doors are all decorated with stained glass. The upholstery is 
orange-red Japanese silk, giving the room a cozy and com- 
fortable appearance. The floor is parquetted work of teak and 
oak. All metal work is of classic Japanese bronze. 

Adjoining the saloon is the reading room, with walls and 
ceiling finished in a similar manner to the saloon but with up- 
holstery of pale green, quite in contrast with the warm, 
orange-red of the saloon. 

In the smoking room, the walls and ceiling are finished in a 
similar manner as the dining saloon, but the upholstery is 
of reddish-brown, The clerestory roof, with a skylight with 
stained glass on top, serves to add to the decorative effect 


JUNE, 1909. 


International Marine Engineering 


205 


ONE OF THE TURBINE ROTORS, MOUNTED ON A LATHE IN THE BUILDER’S SHOPS, 


as well as affording splendid light and ventilation. The floor 

is covered with inter-locking rubber tiles. At the extreme end 
“of the house there is a barber shop. The remaining space in 
this deckhouse contains groups of staterooms with convenient 
-baths, lavatories, pantry, bar, etc. 

Forward of the engine casing there are commodious ac- 
-commodations for the chief engineer, and at the after end an 
upper cold chamber has been provided with connection to one 
‘on the deck below, thus facilitating the shipping of provisions 


to the chambers. A large steel deckhouse is erected on the 


extreme after end, which is laid off at the fore end as a cargo 
winch house, with the hospital at the after end, and between 
these is placed the second class smoking room, with the second 
class entrance at the fore part. The walls of the smoking 
room are paneled with dark-colored oak, in bold designs of 
“rising sun” with carved capitals of cherry blossoms. The 
ceiling is of paneled pine, painted dull white. Natural over- 
head light is provided by the large skylights, decorated with 
stained glass. The upholstery is of yellowish-brown, and the 
floor is covered with linoleum. 


HIGH-PRESSURE TURBINE OF THE SAKURA MARU. 


200 


International Marine Engineering 


JUNE, 1909. 


MIYABARA 


The spar deck, from stem to stern, is covered, and may be 
designated the working deck. The petty officers’ and third 
class passengers’ accommodations are at the forward end. The 
extreme after end is devoted entirely to the second class pas- 
senger accommodations, with a roomy dining saloon in the 
center. This saloon, capable of seating twenty-eight persons, 
is a plain apartment with white-painted steel walls. Groups 
of cabins are arranged along the entire saloon, and passages. 
Forward of the grand staircase are eleven staterooms and 
well-equipped lavoratories. The center portion from the grand 
staircase aft is taken up with funnel hatches, turbine hatch, 
cargo hatch, saloon and native galleys; also a large space is 
devoted to the cold chamber. On the port side the firemen 


FIRST CLASS SMOKING ROOM. 


have their sleeping and sanitary accommodations; thus they can 
go about without coming into contact with the passengers. The 
special feature of this quarter is that the deck is entirely cov- 
ered with Florbian composition, then laid with chequered 
steel plates, so that the deck could be kept exceptionally clean, 
On the starboard side ample accommodations have been pro- 
vided for engineers, apprentices, cooks and stewards. 

The dispensary is also on this deck, abreast the forward 
“funnel casing at the after end of the first class accommodation 
and adjoining the doctor’s room. Special care has been taken 
to select a spot free from vibration and noise for medical ex- 
amination, and at the same time one convenient to the pas- 
senger accommodations. There is an engineers’ mess room 


yy, 
GHREGHE EIS 


Soe RR HORROR” 


PATENT WATERTURE BOILERS FOR THE SAKURA MARU. 


adjacent to the dispensary, the floor of which is cemented; thus 
it may be converted into a sick bay in case of necessity. 

For about 145 feet amidships the main deck is given up for 
the entire breadth of the ship to the turbine room, boiler 
rooms, coal bunkers, work shop, dynamo and refrigerating 
machine room. Forward of these there are sailors’ and third 
class stewards’ quarters, also third class pantry, the remaining 
portion of the fore ’tween decks being used entirely for third 
class passengers. The aft *tween deck is also fitted out for 
third class passengers in addition to the large space devoted 
to the mail rooms and store rooms. 

A complete refrigerating plant, supplied by Messrs. J. Hall 
& Company, is fitted for the preservation of fresh provisions. 
The plant is capable of producing a large quantity of ice daily. 

There is a complete installation of electric light, the power 
plant consisting of two sets of combined engines and dynamos, 
of the compound type, either one of which is capable of gen- 
erating and supplying light equal to about 6,200 candle-power, 
and of supplying the necessary current for three cluster cargo 
lamps of 200 candle-power each, and all signal lamps, motors, 
fans, etc. The current is transmitted by insulated cable of 
high conductivity, all wiring being done on the double-wire 
distribution box system. The main switchboards are fitted 
with ammeters, voltmeter and switch, pilot lamps and switches, 
double-pole switches and fuses for each of the generators, and 
change-over switches and double-pole fuses for each of the 
main circuits. The instruments are of the moving-coil type, 
and the whole switchboard is arranged for easy handling. 

Each compartment has an outlet and inlet ventilator, and 
these are placed at opposite ends, to produce a continuous cur- 
rent of air. In the third class accommodation the foul air is 
exhausted by means of powerful electric fans, through trunks 
led under the beams. Seventeen large overhead electric fans 
are distributed in the public rooms, and over forty small ball- 
socket portable fans in the first, second and third class ac- 
commodations. 

The machinery for working the ship includes a steam wind- 
lass supplied by Messrs, Harfield & Company. On the after 
part of the vessel there is a steam warping capstan with hori- 
zontal engines, built by Messrs. Clarke, Chapman & Company. 
The cargo winches are of the builder’s make. The steering 
gear is by Messrs. Caldwell & Company, the gear being fitted 
with both telemotor and controlling rods, the former led below 
the waterline and the latter through the superstructure, and 
so arranged that when one of them is deranged the other may 
be readily put into operation. The principal standard is on 


JUNE, 1909. 


International Marine Engineering 


207 


the flying bridge, but there is a second standard on the after 
part of the boat deck, thus providing means of steering when 
the principal one is destroyed. The vessel is also provided 
with an auxiliary telemotor standard, which is to be fitted 
below the waterline when engaged in naval service. The 
engine-room telegraphs, steering and docking telegraphs, are 
supplied by Messrs. J. W. Ray & Company. The engine-room 
telegraphs are of two independent sets, one béing the working 
and the other the stand-by. There are also Messrs. Chadburn 
& Son’s direction tell-tale and revolution indicators on the 
flying bridge. In addition to the above the Graham’s marine 
type loud-speaking telephone and speaking tubes, with connec- 
tion to various important stations, complete the appliances for 
the transmission of orders from the bridge. 


PROPELLING MACHINERY. 


The turbine-propelling machinery is of the Parsons type, 


having the three-shaft arrangement, now usually adopted for 
merchant steamers, with one high-pressure turbine coupled to 
the center line of shafting, and one low-pressure ahead and an 
astern turbine incorporated in the same casing coupled to each 
wing shaft. Each line of shafting drives one solid Stone’s 
manganese bronze propeller. The turbines of the Sakura 
Maru are the first set designed and manufactured by the 
builder since they obtained the right for manufacturing the 
Parsons turbines in Japan, Korea and China. The rotor-wheels 
are cast steel, the spindles of forged steel of special quality 
and the casings of cast iron. The blades are of hard drawn 
brass, and are fixed in the rotors and casings in accordance 
with Parsons’ usual design. The adjusting blocks, which are 
incorporated in the turbines, are so constructed that they admit 
of being readily adjusted while the turbines are running. 
The handles of all starting and maneuvering valves for the 
ahead and astern turbines are accessible from the starting 
platform at the forward end of the engine room, and are 
operated entirely by hand, so that one engineer can have entire 
control of the whole machinery. With this arrangement the 
port or starboard turbine is capable of being worked ahead or 
astern independently of each other and of the high-pressure 
turbine, the latter rotating idly when maneuvering. 

A governor, working in conjunction with a throttle valve, is 
fitted at the forward end of the turbine bearing. It is driven 
by worm gear from the rotor spindles. The governor on each 
shaft is arranged to act independently, and close the throttle 
valve in the event of the shaft breaking, or the speed of the 
turbines exceeding the limit at which the governors are set, 
owing to the propellers racing in a seaway. 

Chadburn’s patent tachometers and tell-tales are fitted to the 
forward end of each turbine, and are so arranged that the 
engineer on watch can, from the starting platform, see not only 
the direction of rotation of each shaft, but also the number 
of revolutions of each shaft. 

The condensers, two in number, with steel plate shells, are 
placed in the wings of the ship; Parsons patent augmentor con- 
denser is fitted to each condenser. Water is circulated through 
the condensers by two independent centrifugal pumps of the 
builder’s make, and there are two sets of Messrs. Weir’s twin 
air pumps of the latest type. Owing to the low temperature 
of the hot well, consequent upon the attainment of high 
vacuum, it is becoming: more important to consider the 
economy which may be attained by utilizing the latent heat of 
the exhaust from the auxiliaries. With this end in view, a 
surface heater has been fitted, through which the feed water is 
circulated on its way to the boilers. The feed water is passed 
through a filter and is then delivered to the boilers by two 
pairs of Messrs. Weir’s double-acting pumps. Each pair of 
these pumps is capable of supplying the boilers when the tur- 
bines are exerting their full power, and so connected that 
either pair may deal with turbines. Two of Weir’s direct-acting 
pumps are fitted for supplying oil under pressure to the tur- 


bines, one for ordinary working and the other for stand-by 
purposes. 

The boilers are arranged in two compartments, each of 
which has a separate funnel, and in each compartment there 
are fitted three Miyabara’s patent watertube boilers. The 
boilers work under forced draft; of the closed stokehole sys- 
tem, air being supplied by two fans, each driven by an inde- 
pendent double-acting steam engine. There are two large 
elliptical funnels. The funnels are double, the spaces between 
the inner and outer funnels being utilized for ventilating the 
boiler rooms and stokeholes. The provision for the disposal 
of the ashes has been made by fitting in each boiler compart- 
ment one of See’s ash ejectors. 
fitted for working the ejectors. 
ash-hoisting engines are provided. 


One special donkey pump is 
For harbor duty two steam, 


AUXILIARY MACHINERY. 


The auxiliary machinery includes two large electric engines. 
and dynamos, one of Hall’s Company machines, pumps for- 
sanitary purposes, for washing decks, for extinguishing fire 
and for fresh water for passengers’ use. There are also bilge 
and ballast pumps. The distilling plant consists of two. 
evaporators, together capable of producing from. sea water- 
30 tons of fresh water per twenty-four hours, and two dis- 
tilling condensers having a combined output of 2,240 gallons. 
of pure, fresh drinking water per day. The engineers’ work- 
shop is fitted with a drilling machine, shaping machine, screw— 
cutting lath, grinder, etc., driven by an electric motor. 


SPEED TRIALS. 


The full speed trial of the Sakura Maru was run on Sept. 
26, 1908, over the measured 3.458-nautical mile government 
course, the results of the six runs being as follows: 


Runs. Speed 
Ome (GOW) ocoocccccavcgeecanc 21.171 
Two: CUD) BERBER a amie 21.390 
Ware (CORED) o00000000000000000 21.280 
INOUE (UD) ccoaccoaoac0vggc0000n | AllRyS 
IMS (GOGRD) ccocccoococcocceoves 21,316 
Sisct U(Up) Bee eee hee 21.688 


It will be seen that the vessel attained a maximum speed" 
of 21.688 knots, the mean of means of the six runs being 
21.393 knots, while the guaranteed trial speed was 21 knots. 

The construction of the vessel has been under the super- 
vision of Captain-Constructor Dr. Sakurai and Dr, Shin, mem- 


bers of the constructive committee of the Imperial Volunteer 
Fleet. 


TYPES OF WARSHIPS OMITTED IN RECENT 
PROGRAMMES OF NAVAL CONSTRUCTION. 


BY THE RIGHT HON. LORD BRASSEY. 


In considering programmes of construction, battleships stand 
first in order. Those now building for every maritime power 
are of the Dreadnought type. To the British Admiralty be- 
longs the credit of producing the first specimen of the new 
class of battleship, showing a marked advance over all pre- 
ceding types in speed and in guns of the heaviest calibre. The. 
coal endurance is sufficient for ocean passages. Occasions may 
arise in naval warfare when superiority in speed and big-gun 
armament might decide the issue. It is necessary to secure a, 
preponderance for the British navy in Dreadnoughits. 

It is not inconsistent to contend that other types beside the 
Dreadnought are of great value for the line of battle. We- 


* From a paper read before the Institution of Naval Architects,_ 
March, 1909. 


208 


International Marine Engineering 


JUNE, 1909. 


see in recent naval construction a continuous increase in di- 
mension and in cost. 


Displacement. 
Tons. Cost (Including Guns). 
Lord Nelson........ 16,500 £1,654,098 ($8,030,000 ) 
Dreadnought ....... 17,900 £1,813,100 ($8,809,000 ) 
UGWUEBGO oo00000000 18,600 Not given in navy estimates. 
Si IPARCCHis006000000 19,250$In round figures possibly 
INGORHOE 500000008000 20,000] £2,000,000 ($0,733,000). 


The latest battleships designed for Germany, United States 
and Japan are ships of 20,000 tons. 

In his recent volume on Naval Administration, Captain 
Mahan insists on the objections to continual increase of di- 
“When a certain speed has been attained, a small 
increment must be purchased at a very great sacrifice. What 
shall the sacrifice be? Gun power? ‘Then your vessel, when 
she has overtaken her otherwise equal enemy, will be inferior 
in offensive power. Armor? Then she will be more vulner- 
able. Something of the coal she would carry? But the ex- 
penditure of coal in ever-increasing ratio is a vital factor in 
your cherished speed. Jf you can give up none of these 
‘things, will you increase the size? * * * Will you have 
smaller numbers with larger individual power? Then you 
‘sacrifice power of combination.” 

There are considerations in connection with armaments. 
“The main instrument,” says Sir Cyprian Bridge, “is the gun, 
and it is its fire that has to be concentrated. If the ships are 
distributed at suitable intervals, the enemy’s return fire must 
be either divergent or be only imperfectly concentrated. * * * 
The mounting of very heavy armament in single ships reduces 
numbers. * * * This constitutes an obstacle to the desirable 
tactical dispersion.” So, too, Sir Reginald Custance. In his 
chapter on the Battle of Tsushima, the gallant author shows 
how “the fire of sixty-three guns was concentrated on the 
leading ships of the Russian line. Shells rained on their 
.decks. They were enveloped in a sheet of flame. The great 
principle of dispersing the guns to concentrate their fire was 
-emphasized and confirmed.” 

With increase of dimensions we have not secured in- 
vulnerability. It is not possible to protect the whole area of 
side above water with impenetrable armor. In the war in the 
‘Far East the mine was a deadly weapon. 

If we were creating a new navy for the defence of the 
‘British Empire, it would be desirable to lay down a proportion 
.of ships of moderate dimensions. We are relieved of this 
‘necessity. We have, as Mr. McKenna has said, a mighty fleet 
‘of ships earlier than the Dreadnought. The forthcoming 
volume of the Naval Annual will give a list of forty-four 
British battleships. Classing the Lord Nelsons for the time 
‘being as Dreadnoughts, we have no less than thirty-eight 
-other ships, of which the oldest was launched in 1894. Col- 
‘lectively, these ships carry 144 12-inch guns, eight 10-inch 
-guns, thirty-two 9.2-inch guns, twenty-eight 7.5-inch guns and 
428 6-inch quick-firers. They are heavily armored. Speed 18 
+o 20 knots. With brave and well-trained men behind the 
-zuns, and under the command of captains reared in a service 
which has no record of failure, we have a fleet of vessels 
which well answer in these later days to the two-deckers of 
the glorious past. 

It is not necessary to dwell on the armored cruisers. The 
type has disappeared from the latest programmes of construc- 
-tion. Equal in dimensions and in cost, with a slight in- 
feriority in armament and armor, but with a steaming power 
equal to 25 knots at sea, the four ships of the Invincible type 
and the Indefatigable should certainly be included in the 
Dreadnought class in any comparison of naval strength. 
Armored cruisers cost as much per ton as battleships. Our 
appropriations to cruiser construction have not been ap- 
proached under any other naval administration. In the view 


mensions: 


of many naval authorities it would have been well to have 
spent less on armored cruisers and more on battleships. 

The large protected cruisers are the least effective of all 
the ships on the British navy list. It is a waste of public 
money to keep such ships as the Powerful and Terrible in 
commission. They carry large crews. They are too vulner- 
able to be reckoned as fighting ships. 

It remains to refer briefly to the inshore squadron, The 
Dreadnoughts are essentially ships for the open seas—beyond 
the range of the torpedo, and free from the danger of the 
floating mine. In narrow and shallow waters, in the southern 
part of the North Sea, with all lightships and buoys removed, 
navigation would be hazardous in the extreme. At night, and 
in thick weather, the torpedo would become a most formidable 
assailant. The gun is a useless weapon against an invisible 


~ foe. The naval experience and professional skill which have 


produced our noble fleets for the open waters should now be 
directed to the creation of a type specially designed for the 
inshore squadron. 

We are strong in destroyers and submarine boats. The 
Monitor, the armored ram, as designed by Admiral Ammen, 
U. S. N., and the protected torpedo vessel, as exemplified in 
our own Polyphemus, are types of a past era, but which might 
still be found effective in modern warfare. 

It is hardly possible to close without a reference to pending 
discussions of to-day. We must look to the future. We must 
add to the expenditure on construction. We are strong in 
ships. The amounts voted for Great Britain, Germany and the 
United States are approximately the same. In Germany one- 
half, in the United States one-third, in Great Britain one- 
fourth, of the amount voted for the navy is available for new 
construction. We cannot keep ahead without further effort. 


MARINE PRODUCER GAS POWER.* 


/ BY C. L. STRAUB. 


The marine public, who since the days of the Clermont have 
exclusively associated the term “motive power” with “steam,” 
have every reason for demanding exact and conclusive evi- 
dence of the superiority of gas power or any other power, 
before adopting it in lieu of their present methods. This evi- 
dence is only now slowly coming forth. Many who have been 
credited with authority by the engineering profession and 
others, either through ignorance or through being misin- 
formed, have beset the way of marine gas power with num- 
berless imaginary obstacles, ridiculous in proportion to the 
real difficulties, but sufficient, nevertheless, to instill some 
doubt of the possibilities of the system into the minds of the 
waiting public. 

Only recently has such progress been made in the develop- 
ment of gas power for marine work as to warrant its early 
adoption in commercial service. Two years ago, less than 300 
horsepower in the aggregate was being developed by marine 
producer gas power installations; these were experimental in 
nature, and were of the German Capitaine type. There are 
now installed and accepted twenty-three Capitaine marine 
plants, aggregating 2,035 horsepower, a partial list of which 
follows: 

a Emil Capitaine, launch, 60 brake-horsepower; four-cylin- 
der, single-acting, four-cycle engine; boat, 60 feet long, Io 
feet beam, 4 feet deep; ran an average speed of to miles for 
ten hours on 412 pounds of anthracite coal. 

b Rex, seagoing Swedish boat; 102 feet long, 22 feet beam, 
carries 350 tons on 9-foot draft; fitted with a three-cylinder, 
single-acting, 45-horsepower engine at 300 revolutions per 
minute. 


* Read at the May, 1909, meeting of the American Society of Me- 
chanical Engineers. 


JUNE, 1909. International Marine Engineering 209 


_ 


c Capitaine, towboat at Genoa; length, 47 feet; beam, 12 e Dusseldorf, tug at Hamburg; fitted with a four-cylinder, 
feet; draft, 7 feet; fitted with a three-cylinder, single-acting,  single-acting, four-cycle engine, 60 brake-horsepower at 240 


four-cycle engine, 105 brake-horsepower at 240 revolutions per _ revolutions per minute. ; 
minute. f Isee, tug; fitted with a three-cylinder, single-acting, four- 


Spar Deck 
Engine o ] ia BS 
18-30-50" 5 
36” ) 
i ey Bunker, 
Working tall 7 < 
1b KW. Dineesee aoe ul LU 170 Tons 


Generator] \ 
6 i 


=a or 


1 - : Y 
| \ j j J 
a y Stokehold Floor 


FIG. 1.—ELEVATION OF 1,000 HORSEPOWER STEAM POWER PLANT, NOW INSTALLED IN LAKE FREIGHTER. 


— 
| 
7 & | 
= 
Hold Stringer H 
: Deck House Merits De i : = 
pi 
I 
| = 
is [\ le g 
a | 
3 Ash Sa a 
+ Ejector ; Ss = 
) \ \ 3 : 
E | tp =| 
iy | | ° 
n | \ g . 
fh YK 
=, ! | 
} ve | | 
t, | 
q \\ 
3 1 
2 
= Deck House < ‘ = ‘ 
Hold Stringer 
V7 
AN 
a 7 


FIG. 2.—PLAN OF 1,000 HORSEPOWER STEAM PLANT; TRIPLE-EXPANSION ENGINE; TWO SCOTCH BOILERS, 


d Duchess, canal barge; length, 71 feet; beam, 7 feet 1 cycle engine, 45 brake-horsepower, 300 revolutions. per minute. 
inch; carries 20 tons cargo on 42-inch draft; fitted with double g Wilhelm, combination freight and passenger Rhine boat; 
cylinder, single-acting, four-cycle engine of 25 brake-horse- fitted with a five-cylinder, single-acting engine, 175 brake- 
power. horsepower at 240 revolutions per minute. 


210 


h Badenia, Rhine freight boat; fitted with a two-cylinder, 
single-acting, four-cycle engine of 30 brake-horsepower. 

i Katrina, canal freight boat; fitted with a three-cylidner, 
single-acting, four-cycle engine, 45 brake-horsepower. 

j Marie, canal freight boat; fitted with a three-cylinder, 
single-acting, four-cycle engine, 45 brake-horsepower. 

k Hoffnung, combination freight and passenger Rhine boat; 
fitted with a five-cylinder, single-acting, four-cycle engine of 
210 brake-horsepower. 

1 Amersie, Volga freight boat; fitted with a four-cylinder, 
single-acting, four-cycle engine of 60 brake-horsepower. 

m No. 58, canal freight boat; fitted with a four-cylinder, 
single-acting, four-cycle engine of 60 brake-horsepower. 

In addition to the above there were a number of freight 
boats, the dimensions and names of which we were unable to 


Heating 
Boiler 


Fire Pump on this Deck 


International Marine Engineering 


JUNE, 1909. 


All of the above plants by their design and construction are 
restricted to operation on anthracite coal, coke or hard-burned 
charcoal, and any plant so restricted by its design to one class 
of fuel is seriously limited in its scope of application. The 
development of a simple marine gas producer for use with any 
class of solid fuel is a necessity, if the system is to be con- 
sidered seriously by the marine profession. The writer is 
fortunate in having been associated with some recent American 
developments both in stationary and marine gas-power plants, 
a brief survey of a portion of which will enable us to draw 
more clearly the comparison between a typical steam and a 
possible gas installation. There are in commercial operation in 
this country to-day two distinct types of stationary power-gas 
producers which are suited by their design for operation on 
almost any class of solid fuel. They may, by their systems 


Jaqqnaog 0} sty 


a a 
60-0 x 9-0 


Generators 


Ut 


est. ree) 


Base|Line 


1 Nh 


FIG. 8.—ELEVATION OF PROPOSED FOUR-GENERATOR MARINE PRODUCER GAS PLANT; 1,000 HORSEPOWER. 


obtain, but whose power plants varied in capacity from 30 to 
175 horsepower each. 

n H. M. S. Rattler, an old gunboat; 165 feet long, 29 feet 
beam, originally fitted with a triple-expansion engine. The 
gas engine is five-cylinder, single-acting, four-cycle. Cylinders, 
20 inches diameter by 24-inch stroke, developing 500 brake- 
horsepower at 120 revolutions per minute. This engine is 
started by means of a mixture of gas and air, which is pumped 
into the cylinders at a pressure of about 95 pounds per square 
inch. This complete plant was designed entirely in the 
Capitaine Works at Diisseldorf. The total weight of the entire 
plant, including the donkey boiler for working the pumps and 
auxiliaries, is 94 tons, as compared with 150 tons in the case 
of the displaced steam engine. A consumption of 1,525 pounds 
of coal was made for a measured distance of 45 nautical miles, 
on an average speed of 10% knots. The cost per mile for 
fuel with coal at 15s. 6d. per ton is $0.064. This boat made a 
maximum speed of 11.3 knots against a 114-knot current at 110 
revolutions per minute of the engine shaft, 


of operation, be qualified as up-draft and down-draft pro- 
ducers. 

In the up-draft producer, the fuel is charged into the 
generator through an air-tight mechanism at the top, while air 
and steam, or air and products of combustion, are admitted at 
the bottom of the fuel bed, and passing upward, leave the 
generator at the top in contact with the fresh fuel. Almost all 
of the hydrocarbons leave the generator unfixed with the hot 
gas, only to be condensed later in the gas coolers or scrubbers 
and gas mains, forming large amounts of tar, which, if not 
removed to a minute degree, will positively prevent the opera- 
tion of the engine. The removal of this tar is troublesome, 
and is accomplished at a loss of power and efficiency. The 
fuel in the upper zone of the bed in the up-draft producers 
cokes and cakes so seriously as to require continuous poking 
of the fuel bed, either mechanically or by hand. These fea- 
tures and others in this type of apparatus contribute to limit 
the rates of combustion per square foot of grate to a rela- 
tively low quantity. All things considered, therefore, this type 


JUNE, 1909. 


International Marine Engineering 


211 


Ne eee See ee 


of apparatus has not lent itself agreeably to modification for 
marine service. 

In the down-draft type of apparatus, the fuel is charged by 
hand through a large door at the top of the producer, which 
is normally in an open position, allowing the operator unre- 
stricted inspection of the whole upper zone of the fuel bed. 
The hydrocarbons contained in the fuel are driven off in the 
upper zone, mixed with air and almost completely burned, 
and the burnt products, passing downward through the rela- 
tively deep bed of fuel, are decomposed and regenerated into 
carbon-monoxide and hydrogen gases. All of the tar and the 
lighter hydro-carbons are completely fixed in this process, and 


ih 

\ \ wile 
NX eran 3 
SSE RZ S 


Products 
° bustiog==7\\2" 


Space Reserved for Air Compressor 
Bilge Sanitary and Cire. Pumps 


almost 100 percent greater than the average rating of the up- 
draft type of producers. 

Undoubtedly a better method of measuring the ability or 
success of these two systems is to make note of the number 
and capacity of plants of each type in actual operation on 
engine service. A report of the committee on gas engines of 
the National Electric Light Association, spring of 1908, showed 
that in gas-engine power plants, of capacities of over 300 
horsepower each, there were in operation thirty-two plants of 
both types having a total capacity of 57,225 horsepower. Of 
these, four plants were of the up-draft type, having an aggre- 
gate capacity of 4,050 horsepower, and twenty-eight plants 


azang pav ssuy-4q 


Gas Driven 50 K.W. 
Generator 


FIG. 4.—PLAN OF PROPOSED FOUR-GENERATOR MARINE PRODUCER GAS PLANT, 1,000 HORSEPOWER. 


no tar is found in condensation in any portion of the plant 
after cooling. Coking or caking of the fuel bed is not detri- 
mental, but, on the other hand, assists in keeping the fire in the 
open porous condition, which is desirable and necessary where 
high rates of combustion obtain. This feature eliminates the 
poking necessary in the up-draft apparatus. The gas leaves 
the bottom of the producer through brick-lined connections, 
and a portion of the sensible heat is extracted in passing 
through an economizer. The gas is then cooled and washed 
and passed through an exhausting mechanism, whence it is de- 
livered under pressure to the engine. 

This type of apparatus lends itself admirably to the high 
rate of fuel combustion, which for the sake of economy in 
space and weight is desirable in marine service. There are in 
actual commercial operation to-day a number of plants of this 
type having an average fuel consumption of over 40 pounds 
of good bituminous coal per square foot of grate per hour. 
These producers are sold on a rating of from 18 pounds to 20 
pounds of fuel per square foot of grate per hour, which is 


were of the down-draft type, with an aggregate capacity of 
53,175 horsepower. The latter contain the Loomis-Pettibone 
gas generating apparatus, some of which has been in opera- 
tion on engine service for thirteen years, 

Three years have been devoted to the modification of these 
stationary plants for marine service. The work involved a 
reduction in the size and weight of the generators; complete 
revision of the scrubbing, gas-cleansing and exhausting 
mechanism; elimination of all gas holders, storage receptacles, 
mixing chambers, etc. The plant as modified .to date has a 
light, compact producer, which, while retaining the same rate 
of combustion as the stationary apparatus, has materially re- 
duced dimensions and weight of the shell, brick lining, fittings, 
etc. The economizer boilers which were used on stationary 
work have been abandoned, and replaced with light air-heating 
economizers. The gas coolers no longer contain any coke or 
broken material, or wooden trays, and are built of very light, 
non-corrosive sheet metal, and arranged for either vertical or 
horizontal positions, the latter arrangement being convenient 


212 


for space which would be otherwise wasted in the vessel. The 
cooled and partially cleansed gas is drawn through the above 
portion of the plant by a centrifugal gas-cleaning exhauster, 
driven by direct-connected motor. The gas passes directly 
from the exhauster under pressure, through an automatic 
pressure-regulating valve, to the engine manifold. 

That the plant is adaptable for marine service with regard 
to space occupied and weight may be seen from the following 
conservative estimate: Plants of from 100 to 500 horsepower 
each occupy from 0.4 to 0.5 square foot per horsepower, and 
weigh from 70 pounds to 90 pounds per horsepower, including 
all auxiliaries, piping, etc.; plants of from 500 horsepower to 
1,000 horsepower, occupying from 0.3 square foot to 0.45 
square foot per horsepower, and weigh from 40 pounds to 70 
pounds per horsepower, including all auxiliaries, piping, etc. 

Undoubtedly the rational opportunity at the present time for 
marine gas power lies in commercial service, in which regard 
the most rapid advancement in America has been made in the 
freight, ore and fuel carriers of the Great Lakes. We have, 
therefore, taken for our example a ship built from the designs 
of Messrs. Babcock & Penton within the last year. For the 
sake of clearness, the views show only the machinery space; 
all of the ladders, stairways and grates have been omitted from 
the plans, and the piping is shown only on the gas installa- 
tion. The machinery installation proper is all there, however, 
and while the parts eliminated are merely accessory, the con- 
trast between the two plants would be all the more striking 
were they included. 

The boat is a modern lake freighter, and represents the best 
standard practice in this service. She is 306 feet long over 
all, 45 feet beam and 24 feet deep. Her present power equip- 
ment consists of a single-screw, triple-expansion, three-crank 
condensing engine, 18, 30, 50 by 36-inch stroke. She indicates 
1,050 horsepower at 90 to 95 revolutions per minute. The 
engine is of the typical box-front columns and condenser back- 
frame type. She is fitted with direct-connected air pump and 
has independent steam-driven, reciprocating, circulating, bilge, 
sanitary and feed pumps. The complete engine-room weight, 
including piping and all auxiliaries, is, in round figures, 182,000 
pounds. 

The boiler-room equipment consists of two single-ended 
Scotch boilers, 11 feet 10 inches mean diameter each, 11 feet 
length over heads each, operating on a working pressure of 
180 pounds per square inch. Each boiler is fitted with two 
42-inch corrugated furnaces, and has 244 234-inch tubes. The 
grate surface is 3634 square feet, and the heating surface 1,642 
square feet in each boiler. The boilers are fitted with forced 
draft from a 66-inch steam-driven fan. The air for the draft 
is taken from the stokehole, and the fan is located in the 
engine room. The fam discharge passes through air heaters 
in the up-take and thence through ducts to the under side of 
the grates. The complete boiler-room weight, including water 
in the boilers, but not fuel, is 170,000 pounds. These weights 
are actual figures. 

The coal bunker extends from the main deck to the tank 
top, and is arranged athwartship. It has a capacity of 170 
tons. The bunker doors face the stokers on the stokehole 
floor. The bunker is 6 feet fore and aft at the stokehole. The 
distance from the forward to after bulkhead in the boiler 
room is 24 feet. The distance from the forward to the after 
bulkhead in the engine room is 22 feet, making a total over-all 
length for the plant, including bunkers, of 52 feet. 

The coal consumption on this vessel is from 1.08 pounds to 
2 pounds per indicated horsepower-hour. This coal is approxi- 
mately 13,500 British thermal units per pound. 

The problem of substitution of gas for steam, aside from 
the design of the construction of the gas producers or cylin- 
ders of the gas engines. has been thoroughly worked out by 
Messrs. Babcock & Penton, of Cleveland. The illustrations 


International Marine Engineering 


JUNE, 1909. 


show two different arrangements of gas producers with the 
same engine. The proposed gas engine is a four-cylinder, 
double-acting, reversing type, having cylinders 24-inch bore by 
30-inch stroke, delivering 1,000 brake-horsepower at 100 
revolutions per minute. The reversing is accomplished by 
means of compressed air, which is used to shift the cams from 
the ahead to the stern position. Compressed air is admitted to 
the cylinders by timed cams in proper cycle. The crank shaft 
of the engine is rigidly coupled to the tail shaft of the screw. 
The illustrations show a column-framed engine. Since making 
this layout, the design of the engine has been modified to meet 
all of the present marine conditions now found in marine- 
engine design on the lakes. In fact, with the exception of the 
condenser shown on the steam drawings, the gas engine frame 
will be very similar to the steam engine. 

For the generation of current to drive the auxiliaries, there 
will be installed a double-cylinder, double-acting gas engine, 
direct connected to a 50-kilowatt direct-current generator. All 
of the pumps and auxiliaries will be motor-driven. A smaller 
direct-connected unit, operating on oil, will be used for pump- 
ing, blowing fires or other service when the gas plant is down. 
Allowing a distance of 4 feet 3 inches between the forward 
bulkhead in the engine room and the forward side of the fly- 
wheel, which distance is 1 foot greater than that in the steam 
installation, we have an over-all distance between forward 
and after bulkheads in the engine room of 19 feet 6 inches. 

As previously stated, two arrangements of producer room 
are shown. The first, the four-generator plant, consists of 
four 6-foot by 9-foot generators, each fitted with independent 
economizers. The forward pair and the after pair are con- 
nected independently to two horizontal gas scrubbers, which 
are shown slung under the main deck beams. The gas passes 
from these scrubbers to independent, motor-driven, centri- 
fugal, gas-cleaning fans, whence it is delivered, either through 
common connection to a purge or blow-off pipe, which also acts 
as a by-pass, or through two gas-pressure regulator valves to 
the air and gas-mixing valve at the engine manifold. The 
6-foot generators require only one cleaning door each, As a 
result, a single cleaning space suffices for the four machines, 
allowing them to be grouped with reference to athwartship 
space, so as to give ample room on each side of the vessel for 
coal bunkers. The total space occupied by the producer plant 
is 21 feet 10 inches athwartship, and 15 feet between forward 
and after bulkheads. The producer room weight, including 
generators, economizers, piping and scrubbers, complete, of the 
four-generator set, is 110,000 pounds.. This weight is esti- 
mated, but has been carefully checked and completely covers 
all the mechanism. In addition to the above mechanism, there 
will be a heating boiler, which is shown on the main deck. 
This boiler will serve to furnish low-pressure steam for heat- 
ing the vessel and supplying hot water for washing down 
decks, ete. This boiler, with water, will weigh about 8,000 
pounds. 
_ The two-generator producer plant, which will undoubtedly 
be the one installed, will consist of two 8-foot diameter by 
g-foot 6-inch generators, connected to independent air econo- 
mizers and each fitted with an independent horizontal scrubber, 
located athwartship under the main deck beams. The gas out- 
let at the scrubbers will be connected with a cross-over, so that 
either exhauster may operate either or both producer plants. 
The exhausters are installed in duplicate, and are connected 
‘with common purge or blow-off and common gas outlets, 
leading either through one pressure-regulator valve or through 
a by-pass direct to the air and gas-mixing valves at the engine 
manifold. 

On account of the fact that the 8-foot generators require two 
cleaning doors set at 120 degrees, the double-generator unit 
plant will require the full athwartship space in the producer 
room. The approximate floor space occupied, therefore, will 
be 30 feet athwartship and 15 feet between forward and after 


JUNE, 1909. 


International Marine Engineering 


213 


ee EEE EISNER 


bulkheads. The producer-room weight, including generators, 
economizers, piping and scrubbers complete for the two- 
generator set, is 82,000 pounds. This weight is estimated, but 
has been carefully checked, and completely covers all of the 
mechanism. As in the case of the four-generator plant, a low- 
pressure boiler for heating service will be installed. In the 
two-generator plant, however, this boiler will be located on the 
producer-operating floor, so that one set of firemen may suffice 
for both. 

The only guide we have for estimating the probable fuel 
consumption for this service is found in the large number of 
stationary producer gas power plants now in operation. For- 
tunately, in marine service, the load factor will be uniformly 
much higher than that found in any stationary service to which 
gas power is applied at the present time. The builders of this 


FIG. 5.—PROPOSED TWO-GENERATOR 1,000 HORSEPOWER PLANT. 


apparatus are prepared to guarantee 1 brake-horsepower per 
hour on 1 pound of good bituminous coal, averaging 13,500 
British thermal units per pound. 

Messrs. Babcock & Penton, the engineers who designed and 
built the steam plant, and who have spent years on the prob- 
lem of the substitution of gas for steam, have suggested that 
the coal bunker, which will be placed above the charging deck 
of the producer, should have a capacity of about 80 tons of 
coal. These bunkers will run from the charging deck to the 
deckhouse, and will have doors opening closely adjacent to the 
charging doors of the generators; so that little or no coal 
passing on the operating deck will be required. 

In making the comparison shown in the table it is unneces- 
sary to go into the cost of fuel, labor, hours of service, etc., 
as these elements vary with every class of service. In this par- 
ticular proposition, it will suffice to state that the engineers 
who have been working on this substitution problem have 
conservatively figured that, with the saving in fuel and the 
increased cargo carried, the cost of the complete plant will be 
saved in two years of operation. 

While the gas plant here described has neither been con- 
structed nor ordered at this writing, its forthcoming will not 
be long delayed, and this comparison, while somewhat prema- 
ture, is made to present the possibilities of marine producer- 
gas power to those interested in its future. 

A marine bituminous gas plant, similar in construction and 
operation to the one described, but of 300-horsepower capacity, 
has been in commercial operation, driving a six-cylinder, 
single-acting, reversing marine gas engine for over a year. 


The results obtained give ample security for the statements 
made in this paper, and point to the early adoption of this type 


of prime mover for our marine commercial service. 


COMPARISON OF STEAM AND GAS POWER PLANTS FOR 
GREAT LAKES FREIGHT CARRIER. 


Length over all....... 306 ft. 0 in. 

RENN gaodoc000000000 45 ft. 0 in. 

IDENIN no do0coc00000000 24 ft. 0 in. 
STEAM. 


ENGINE ROOM. 


3-cylinder triple-expansion, con- 
densing, 18-30-50 by 36 in., 
1,050 i-h.p. at 90 to 95 r.p.m. 


Auxiliaries, steam-driven. 

Length between bulkheads, 22 ft. 
0 in, 

Engine room weights, including 
auxiliaries and piping, 182,- 
000 Ib 


BOILER ROOM. 


bo 


single-ended Scotch boilers fitted 
with economizers, forced. draft. 
Length, each boiler, overheads 
11 ft. 0 in. 

Mean diameter, each, 11 ft. 10 in. 
Two 42-in. furnaces each. 

244 234-in. tubes each. 


Grate surface, each 36.75 sq. ft. 

Heating surface, each 1,642 sq. ft. 

Boiler room weight, water in 
boilers, no fuel, 170,000 1b. 

Length boiler room 24 ft. 0 in. 

Length boiler room, includes 
bunkers, 30 ft. 0 in. 

Square feet boiler room, includ- 
ing bunkers, 900 

Square feet per h.p., 0.9 


Bunker capacity, 340,000 Ib. 

Total weight, machinery and fuel, 
692,000 Ib. 

Total length of machinery space, 


Displacement ..... ... Tons gross. 

Cargo. .4,200 net Ilb., 18 ft. draft. 

Speed, 12 statute miles per hour 
on 900 i.h.p. 


GAS. 
ENGINE ROOM. 


4-cylinder, 4-cycle, double-acting, 
gas engine, 24-in- diam., by 36- 
in. stroke. 

1,000 b.h.p. at 95 r.p.m. 

Auxiliaries, motor-driven. 

Length between bulkheads, 19 ft. 
6 in. 

Engine room weights, 105,000 Ibs. 


PRODUCER ROOM. 
Two down-draft gas producers 
and auxiliaries. 


Diameter shell, each generator, 8 
ft. 0 in. 

Inside diameter, lining generator, 
6 ft. 3 in. 

Height shell, each generator, 9 ft. 
6 in. 

Grate surface, each generator, 
30.67 sq. ft. 

Producer room weights, no water, 
no fuel, 82,000 Ib. 


Length producer room, includes 
bunkers, 15 ft. 0 in. 

Square feet producer room, 450. 

Square feet per h.p., 0.45. 

Square feet producer room with 
four smaller generators, 330. 
Square feet per h.p., four gen- 

erators, 0.33. 
Bunker capacity, 160,000 Ib. 
Total weight, machinery and fuel, 
347,000 Ib. 
Total length of machinery space, 


84 ft. 6 in. 

Saving in weight, 355,000 Ib. 

Saving in fore-and-aft length, 17 
ft. 6 in. 

Saving in cubic space 17 ft. 6 in. 
by 32 ft. beam by 20 ft. high, 
ee 20 0mctieestts 


including bunkers, 52 ft. 0 in. 


Considerations on the Application of Internal 
Combustion Engines for Marine Propulsion.* 


Some 
BY H. C. ANSTEY. 


The principal advantages claimed for the internal combus- 
tion engine are economy in fuel, weight and space. It is gen- 
erally conceded that the least economical of internal ‘com- 
bustion engines is more economical than the best steam engine, 
and there are abundant data to substantiate this claim. This 
factor alone would seem to make it more than probable that 
the internal combustion engine must play an important part 
in the future of marine engineering. 

On the question of economy of weight and space very little 
data are available. What little there is is only applicable 
to small units, and it by no means follows that the results 
obtained in small units can be applied directly to larger in- 
stallations. It is to a general consideration of some factors 
affecting weight and space that the present paper is directed. 

Some very remarkable results have been obtained with small 
petrol (gasoline) engines in respect to power developed on a 
given weight, but it is to be remembered that this extreme 
lightness is due principally to two causes, viz.: (1) a high 
speed of revolution, and (2) the use of special materials of 
construction. No part of the extreme lightness is due directly 
( 


* From a paper read before the Institution of Naval Architects, 
April, 1909. 


214 


to the engine being of the explosive typé. The word “directly” 
is used advisedly, because, as will be seen presently, there are 
certain conditions incidental to the internal combustion engine 
which make higher speeds of revolution possible than are 
possible or advisable with a reciprocating steam engine of 
similar size. : 

To arrive at a proper sense of proportion on the question 
of weight and space, it is desirable to examine it on broad 
mechanical principles. Of the factors which together make 
up the horsepower of an engine, the only one which in an 
engine of given power may be altered without affecting its 
weight is the number of revolutions, subject always to the 
consideration that the inertia forces due to the speed are not 
such as to require special strength and weight of parts and 
foundations. 

If we suppose the mean pressure for a particular engine to 
be constant and the product of the remaining three factors 
(viz.: area of cylinder, stroke and revolutions) constant also, 
it will follow that any increase in speed of revolution will 
be accompanied by a reduction in area of cylinder, or in length 
of stroke, or both; and owing to these reductions a saving in 
weight will be obtained. For an engine of given power, 
therefore, increase in speed of revolution is accompanied by a 
reduction in weight per horsepower, or put conversely, an 
increase in the horsepower per ton of engine weight. Some 
years ago the author, in examining a number of machinery 
weights of H. M. ships, found that the engine weight could 
be divided into two parts, one proportional to the horsepower 
and the other proportional to the horsepower divided by the 
number of revolutions. Taking a mean of weights for all 
the vessels of the same class, in order to eliminate differences 
in design, the engine weight could be expressed as 

I, Ial, IP Ie JEly IP 
+ ki ————_,, 
k N 
N being the number of revolutions per minute. 

The values obtained for the constants k and hk: gave a close 
approximation to the actual weights in several classes of 
vessels, and it was possible to determine with some degree of 
certainty what increase in weight would be involved in a new 
design by lengthening the stroke and decreasing the number 
of revolutions. As to the first term, it is clear that in a steam 
engine there are items of weight, such as steam pipes, valves, 
condensers and many others, which will depend upon the 
weight of steam passing, and hence directly upon the horse- 
power. The existence of the second term is accounted for 
by the reasoning previously given. 

As these elementary principles are purely mechanical, and, 
independent of the fluid employed, the formula given above, 
with suitable values for the constants depending upon the type 
of engine, will no doubt apply to any reciprocating engine. 

Returning to the factors in the formula for horsepower, if 
we assume piston area, stroke and number of revolutions to 
be constant, the power is proportional to the mean pressure. 
The weight of the engine is, however, proportional to the 
maximum pressure for which the engine has to be designed, 
and the horsepower per ton is, therefore, proportional to the 
ratio, mean to maximum. In considering what this ratio is in 
a marine steam engine we are faced with the difficulty that 
the power is divided between several cylinders, each having 
a different ratio of maximum to mean, but for purposes of 
comparison we shall probably not be far wrong if we assume 
that the whole of the expansion is carried out in the low- 
pressure cylinder which develops the whole power and is 
credited with the whole of the weight. Under this assumption 
the maximum pressure will be, say, 250 pounds, and the mean 
50 pounds, giving a ratio of maximum to mean of 5. This 
ratio will vary with the ratio of expansion, and will be gen- 
erally higher in the merchant service than in naval practice. 


International Marine Engineering 


JUNE, I909. 


In internal combustion engines, in spite of variety of type, 
there is not very great variation in this ratio. In the engine 
with which the author is best acquainted it is approximately 4. 
In petrol (gasoline) engines it will be rather less, and in en- 
gines using a high compression it will be somewhat more. 
Taking the ratio as 4, it must be corrected for the cycle em- 
ployed, and as the internal combustion engine has in most 
types only one working stroke in four, the ratio must be mul- 
tiplied by four, and the comparative figures will then be, for 
the steam engine 5, for the internal combustion engine 16; 
that is to say, considered from the point of view of pressure 
alone, the horsepower per ton in an internal combustion en- 
gine will be 1/3.2 times that of a steam engine of the same 
linear dimensions. : 

There are, however, certain factors to be considered which 
will make the comparison more favorable to the internal 
combustion engine. First, the items of weight in a steam 
engine which are directly proportional to the horsepower 
account for a fair proportion of the total weight, but in the 
internal combustion engine the proportion of similar parts 
will be very much less. Steam pipes and condenser, for ex- 
ample, have a counterpart in the air and exhaust silencers, 
which are not pressure parts, and may be made a quite in- 
considerable part of the total weight. Inlet and exhaust 
valves also will be lighter, in proportion, than the slide valves 
of a steam engine. Secondly, the single-acting engine of the 
trunk type is lighter than a double-acting engine of the same 
diameter and stroke, as the latter requires additional height 
and heavier parts, due to the piston rod and cross head; hence 
the horsepower per ton will be, in a double-acting engine, not 
quite four times what it will be in an engine of the same linear 
dimensions working on the four-stroke cycle. Thirdly, the 
internal combustion engine is capable of a higher continuous 
speed than a steam engine, for two reasons: (1) lighter parts, 
and (2) lower mean pressures on the bearings. With regard 
to (1), the following are some weights of reciprocating parts 
expressed in pounds per square inch of piston area: 


High-pressure steam cylinder, 8 inches diameter........ 2.95 
High-pressure steam cylinder, 33 inches diameter........ 5.46 
High-pressure steam cylinder, 40 inches diameter........ We 
Petrol (gasoline) engine, 45/16 inches diameter........ 0.63 
Onl GHeAiNe, OFA HOMES GUEMNEHISPs 9 00000000000000000000000 1.45 
Oril SweaiNe, WH TACNES GHEVTNENEP sooo 000000000000000000000 2.2 
Gaskensinew27einchesmdiameteqee eae eee eeeeeeecer 4.0 


With regard to (2), the sizes of journals in internal com- 
bustion engines are larger than those of steam engines of the 
same power, and although the maximum pressures on them 
may be as high in the one case as in the other, the mean 
pressure in the internal combustion engine will be much less, 
as there is only one working stroke in four. 

If we assume that the:satisfactory working of a bearing 
depends upon the product of pressure and velocity not ex- 
ceeding a safe limit, it will follow that the lower the pressure 
the higher the speed at which the bearing can be run, and this 
rule will be found to be generally observed when we compare 
steam and internal combustion engines used for such work on 
shore, where the design has become standardized to the re- 
quirements. For example, a certain 10-horsepower (nominal) 
steam engine runs at 135 revolutions per minute, while a 
20-brake horsepower oil engine, which is capable of doing 
the same work, runs at 245 revolutions. 

Taking the three factors, lighter accessories, lighter parts 
and higher possible speeds of revolution into consideration, it 
would appear that the figure 1/3.2, which was arrived at from 
considerations of maximum and mean pressures alone, can be 
considerably increased. How much it may be increased is 
more or less a matter of conjecture, but it will possibly be of 
the order of 1/1.5 to 1/2.5, so that for engines of the same 
linear dimensions the horsepower per ton will in the internal 


JUNE, 1909. 


combustion engine only be one-half that in a steam engine. 

So far we have left out of account the question of weight 
of boilers and their accessories. These will have a counter- 
part in the gas producers for the gas engine, but have no 
equivalent in the oil engine. So far as the gas engine is 
concerned, the weight and space required for producers is 
largely dependent upon the type of fuel used and the cleaning 
arrangements necessary to deal with the gas, and this is too 
large a subject for the present paper. As the weight of 
boilers is usually about equal to the weight of engines, it 
follows from the above conclusion that the horsepower per 
ton will, for the complete installation, be about equal to that 
of an oil engine of the same linear dimensions as the steam 
engine. It is possible that there may be some saving, but it 
appears certain that if the internal combustion engine is to 
develop on lines parallel to that of the steam engine, that is, 
with few cylinders, there will be no very great saving, such 
as has sometimes been imagined by inference from the results 
obtained with small-sized units, where the speed of revolution 
is high. The difference in operating condition of large and 
small units will depend directly upon the speed. 

The limit of speed of revolution will generally be deter- 
mined by the inertia forces, and these have to be considered 
first as separate forces requiring adequate strength of the 
individual parts; and, secondly, in combination with a view 
of making their algebraic sum as nearly zero as possible. 
With a sufficient number of cylinders complete balance is 
comparatively easy to obtain, but the individual forces still 
remain, and must be provided for. It is usual to assume that 
the inertia forces, expressed in pounds per square inch of 
piston area, should be less than the compression pressure, in 
order to avoid shock due to reversal of stress when combus- 
tion follows at the end of compression. It is argued that there 
is no reversal of stress on the idle strokes (suction and ex- 
haust), but this is only true if we neglect the effect of friction 
of the piston and slackness in the bearings. It is well to re- 
member, when considering the possibility of shock, that the 
effect of the load suddenly applied is double that of a load 
steadily applied, and, further, that the calculation for inertia 
force can only be made on the assumption of uniform angular 
velocity of the crank, an assumption probably some distance 
from the truth in any reciprocating engine. The safe rule is 
to keep the calculated inertia force per square inch of piston 
as low as practicable, and if we assign a limit to this, which, 
from present experience, the author would be inclined to put 
at 100 pounds, we obtain a formula of the following kind: 

w < |< N*? = constant 
where w is weight in pounds of reciprocating parts per square 
inch of piston area, / is stroke, and N number of revolutions 
per minute. This may also be written 
w xX P & N = constant 

where P is the piston speed; from which it follows that, at 
constant piston speed, the permissible speed of revolution 
varies inversely as the weight of reciprocating parts per 
square inch of piston. The. permissible speed of revolution 
can be connected with the diameter of cylinder in the fol- 
lowing manner. If we look at the table of weights given 
above, we find that the reciprocating weights per square inch 
of piston increase with the diameter ,and are approximately 
proportional thereto. This is reasonable, for if we take one 
part, say the base of a piston, for example, its weight will 
vary as its area and thickness; and as, for equal strength, the 
thickness will vary as the diameter, the weight will vary as 
the cube of the diameter; hence per square inch of piston 
the weight will vary as the diameter. It will be found that 
similar rules hold good for other reciprocating parts. Hence, 
if as found above, 


w < N =constant, for constant piston speed, 
and if w varies as d, the diameter of cylinder, then 


International Marine Engineering 


215 


ad < N = constant; 


that is, for a given piston speed the permissible speed of 
revolution varies inversely as the diameter. It follows, there- 
fore, that a necessary condition of high speed of revolution 
and higher power per ton of weight is a small diameter of 
cylinder. 

This reasoning is applicable to engines designed for.a par- 
ticular maximum pressure, but it can be extended to varying 
pressures by considering that the weights per square inch of 
piston will vary approximately as the pressure. If Pi be the 
maximum pressure we may write 

ad XN X Pi = constant; 


that is, the higher the maximum pressure the lower the per- 
missible speed of revolution with a given diameter of cylinder. 

This relationship may be called a mechanical law of com- 
parison, and may be applied approximately to determine the 
relative weights of engines of different dimensions. If we 
suppose, for example, a petrol (gasoline) engine of, say, 4 
inches cylinder diameter and 5 inches stroke and at 1,200 revo- 
lutions to give 100 horsepower per ton, and if we take such an 
engine as a model for one ten times the linear dimensions, the 
diameter will be 4o inches, the stroke 50 inches, the allowable 
revolutions will be 120 and the horsepower per ton will be Io. 

A modern marine steam engine having these dimensions for 
its high-pressure cylinder will give (engine weight only) 
about 20 horsepower per ton, or double the horsepower per ton 
of the internal combustion engine of the same linear dimen- 
sions—a conclusion arrived at previously by a different method 
of reasoning. 

The direction in which light weight is to be sought lies in 
keeping down the diameter of the cylinder, thus allowing a 
higher speed of revolution; but for large powers this involves a 
large number of cylinders. That a larger number of cylinders 
than usual with steam practice is inevitable is apparent from 
considerations of uniformity of turning moment, but how far 
the number can be advisedly increased can only be determined 
by experience. Up to the present, sixteen cylinders have been 
used on one shaft, and there seems no reason why this number 
should not be increased by successive steps of four or more 
cylinders at each step. The powers, however, which have 
been obtained per cylinder in engines whose design admits of 
application to propulsion are not large, probably not exceed- 
ing 100 horsepower, and until the unit is largely increased the 
very large powers required in many present-day vessels are 
out of reach of the internal combustion engine, the immediate 
application of which would appear to be concerned mainly in 
the propulsion of boats and small vessels. In powers, say, of 
500 horsepower on one shaft, it appears reasonable to expect 
12 to 15 horsepower per ton of machinery weight, and though 
this is low compared with larger powered engines for naval 
work, it is higher than the ordinary run of merchant-service 
practice. The figures given above refer to a complete installa- 
tion of oil engines, without auxiliaries; the weights will be ~ 
greater with gas engines, for the reasons already given. 

In connection with the use of a large number of cylinders, 
some reference should be made to the proposals which have 
been made from time to time for transmitting power from 
engine to propeller electrically. By this means the total 
power can be split up into a number of convenient units, and 
a much larger number of cylinders can be employed than is 
immediately practicable to place together on one or two shafts 
with direct coupling to the propellers. The weight of the 
engine per horsepower is thus kept low, but, on the other hand, 
the extra weight due to the addition of dynamos and motors 
to the installation will counteract the saving due to the large 
number of cylinders of small diameter. There are the further 
disadvantages of increased cost and higher fuel consumption 
per shaft horsepower. On the other hand, the system appears 
to be the only one at present practicable by which the internal 


216 


combustion engine can be applied to the propulsion of vessels 
requiring several thousand horsepower. 

The author has made an approximate estimate of the weight 
of such an installation for 3,000 horsepower. The total power 
is supposed to be generated by ten equal-sized electric sets of 
300 horsepower, or, say, 200 kilowatts each, running in parallel 
with one another, and the vessel propelled by three shafts, 
each fitted with a 1,000-horsepower variable speed reversing 
motor. The weight of the generating sets would be approxi- 
mately 240 tons, and the weight of the three motors with bed- 
plates, 43 tons. Switchboards, cables, shafting and propellers 
would probably require not less than 17 tons, making the total 
weight about, but not less than, 300 tons; and of this weight, 
approximately one-third would be due to the electrical portion. 
This weight is exclusive of auxiliary machinery, the installa- 
tion of which in a large vessel propelled by internal combus- 
tion engines would give rise to a number of problems of some 
importance, particularly with regard to steering apparatus. 


; 


International Marine Engineering 


JUNE, 1909. 


applicable to larger engines of this type. With such a re- 
versing engine there is a possibility of considerable saving in 
space over steam machinery, and as compared with mercantile 
practice, some appreciable saving in weight without reference 
to saving in quantity of fuel carried. 

The main claims, however, which the internal combustion 
engine has for consideration are in the superior fuel economy 
and smaller number of men required for working, and these 
claims are so unquestionable that there appears no reasonable 
doubt that it must eventually, in a large number of cases, take 
the place of steam machinery at sea, as it is now doing on 
land. The author has endeavored to place the question of 
weight and space required for internal combustion engines in | 
its true perspective, and although the saving, particularly in 
space, will in most cases be real, he would repeat that, on the 
whole, there will be no great saving in weight such as has 
sometimes been imagined by inference from results obtained 
in small units. 


BOW-WELL, CENTER-LADDER, BARGE-LOADING BUCKET DREDGER SHIELDHILL. 


The total floor space required for the generating sets would 
be about 1,500 square feet, or 2 horsepower per square foot. 
This is probably somewhat better than the results obtained 
with steam engines and cylindrical boilers as fitted in the mer- 
cantile marine, but it does not compare favorably with the 
space required for engines and watertube boilers, as used in 
naval work. The problem of electric propulsion is one of 
great interest, and its adoption in special circumstances may 
be justified, but it would seem that generally it does not offer 
sufficient. commercial advantages for mercantile work, and, on 
the other hand, for naval work it cannot compete with ex- 
isting steam machinery in the all-important considerations of 
weight and space. The question of the economical applica- 
tion of the internal combustion engine to propulsion in large 
sizes, whether the economy is viewed from the standpoint of 
cost, weight or space, is largely bound up with the problem of 
making a reliable reversing engine. In small sizes, the 
familiar devices of reversing propeller or reversing clutch 
will, no doubt, do all that is required, but few, if any, marine 
engineers would care to contemplate their adoption in thous- 
ands or even several hundreds of horsepower. 

An account of a successful experiment in a reversing engine 
of 80-brake horsepower of the Hornsby type has been given by 
the author in another place.* The method there described is 


* Proceedings Inst. Civil Engineers, Vol. CLX VIII. 


THE BUCKET DREDGER SHIELDHILL. 


This vessel is the largest and heaviest dredger owned by the 
Clyde Trust. She was built by Ferguson Bros., Port Glasgow, 
and is of the bow-well, center-ladder, barge-loading type of 
the following dimensions: Length, 198 feet; breadth, molded, 
39 feet; depth, molded, 13 feet; dredging capacity, 1,000 tons 
per hour from a depth of so feet below the water level. 

Separate accommodation is provided below for the captain, 
engineers, crew and laddermen, fitted up in comfortable style, 
with a very complete outfit, special provision being made for 
light and ventilation. 

Steam steering gear is fitted at the after end of the engine 
casing, controlled from the main bridge on top of the main 
gear framing. This gear has been supplied by Messrs. Alley & 
McLellan, Glasgow. A complete electric light installation is 
fitted throughout, large clusters being fitted on deck for night 
work. 

Heavy elm beltings are fitted all round the vessel, also 
strong, vertical fenders at intervals to take the wear of the 
barges alongside. 

A raised forecastle is formed for the purpose of strongly 
tying the two sides of the vessel across the ladder well, and 
the bucket ladder projects sufficiently in advance of the hull 
to enable the dredger to cut her own flotation. The bucket 


JUNE, 1909. 


International Marine Engineering 


217 


See nnn 


ladder is of sufficient length to dredge to 50 feet, and is sus- 
pended in heavy bearings independent of the tumbler. The 
scantlings are of the heaviest description, and all riveting has 
been done by hydraulic power. The lower ends of the ladder 
are specially arranged to take side thrust, and are fitted with 
connections for oil or grease lubrication, for this purpose pipes 
being led to pumping apparatus fitted in main engine room, 

The framings have been constructed of the best class of 
girder work of exceptional strength, to withstand the strains 
when dredging, and riveted with steel rivets closed by hydraulic 
pressure. 

Side shoots are arranged for discharging the dredged ma- 
terial over either side of the vessel into hopper barges, the 
lifting and lowering of these shoots being worked by a 
separate, vertical engine, placed amidships, complete with all 
brakes, barrels, etc. 

The two sets of main propelling and dredging engines are of 
the compound, three-cylinder, three-crank type, using steam at 
a working pressure of 130 pounds per square inch. The indi- 
cated horsepower is 1,100. The auxiliaries include a steam 
reversing gear, an automatic Weir feed pump, a heater, feed 
filter, donkey pumps, centrifugal circulating and auxiliary air 
pumps, in addition to the main engine air pumps. Steam is 
supplied by two large multi-tubular marine boilers. Telegraphs 
and speaking tubes are fitted from the various controlling 
bridges to the engine room, mooring winches and hoisting 
gear. These have been supplied by Messrs. Wilkinson & 
Lynch, of Glasgow and Liverpool. 

The dredging machinery is of massive design for working 
in the hardest of materials. The vessel is supplied with two 
sets of buckets of different capacities, constructed of exception- 
ally heavy material. The smaller set is intended to be used 
for dredging material which has been blasted before dredging. 


The driving gear is of cast steel throughout, the spur wheels 
being machine cut, and arranged to give a fast and slow speed 


for soft or hard material, as desired, with the engines running 
at a constant speed. A large steam crane is fitted on deck for 
overhauling the buckets and for general purposes. 

. The hoisting gear for the bucket ladder consists of heavy 
wire-rope tackle, working in upper and lower sheave blocks 
suspended from a cross-head fixed on a box-framing structure 
built into the forward end of the vessel. The lower sheave 
blocks are connected to the bucket ladder by strong, forged 
side rods. The wire rope is wound on a large grooved barrel, 
driven by gearing from a double-cylinder vertical engine, all 
placed under the deck. The gearing between the engine and 
barrel is of the sun and planet motion type, controlled by 
double-friction brakes, actuated with a compound lever for 
holding, lowering or heaving the load, as desired, the engine 
being free to run either with or without the load. The wheels 
and handles for working this gear are placed on deck, under 
the control of the dredging master. The wire rope is 6% 
inches, made of special flexible plow steel. 

Powerful steam winches are placed at the bow and stern for 
manipulating the mooring chains and holding the dredger up 
to its work. The forward winch has six barrels and the stern 
winch five. All the clutches are of the Mather & Platt type. 
Each winch is driven by an independent vertical two-cylinder 
engine. 


Secretary of the Navy Meyer has announced that the voy- 
age of the sixteen American battleships around the world 
involved an outlay of only $1,500,000 more than would have 
been necessary had the fleet spent the time occupied on the 
voyage in home waters, either at anchor or crtlising, or en- 
gaged in the customary maneuvers. For such a small outlay 
this is certainly one of the most satisfactory investments that 
any nation could make. 


WATERTIGHT SUBDIVISION. 


BY ARTHUR R. LIDDELL, 


The loss of the Republic has once more called attention to 
the question of the watertight subdivision of passenger ves- 
sels, and again the demand is made for comfortable floating 
hotels which, while able to cross the ferry in the smallest 
possible time, can neither be capsized nor sunk. Unfortunately 
these different qualities do not always agree very well. 
Comfort means a low metacentric height; that is to 
say, relatively good chance of capsize when the vessel is 
rammed amidships. High speed means large spaces for ma- 
chinery, etc., which do not admit of unlimited subdivision. 
Again, if the vessel in question has to carry cargo, her holds 
cannot be unduly reduced in length unless she is to refuse a 
large proportion of the goods offered to her for transport. 

The Republic was arranged in the ordinary manner with 
probably about the degree of subdivision usual for her size. 
Now, in small vessels it is practically impossible to fit more 
than the four bulkheads possessed by every tramp. A fifth 
bulkhead becomes possible in a vessel of about 300 feet in 
length, and each step of about 50 feet to 70 feet in length, ac- 
cording to size of vessel, enables one more to be added. With 
the exception of the Germanischer Lloyd, which prescribes 
limits for the lengths of the various compartments, the Classi- 
fication Societies in general content themselves with specify- 
ing a certain number of bulkheads. It is customary, indeed, 
in the design of a passenger vessel, to calculate whether she 
will float with one, or perhaps two compartments flooded, but 
the loss of the Republic has shown once more that subdivision 
as practiced or practicable does not obviate every danger. The 
theory of watertight subdivision is that, when one or perhaps 
two compartments are flooded, the upper deck may, at the 
lowest point, be just about awash. 

Now, assuming that the vessel has sufficient stability in this 
condition, that her bulkheads hold out, and that the sea is 
calm, she may have a fair chance of getting to land, or at any 
rate of keeping above water till help arrives, but if the sea be 
rough she will be in a very sorry plight. A long vessel floating 
among waves of her own length will have her deck at the 
lowest point continually under water. The half height of a 
wave 800 feet long may be about 20 feet. Such a wave would 
almost reach the deck of the poop or forecastle of a vessel of 
the same length, and if the latter sank, say, 10 feet deeper at 
any part as the result of a collision, the wave would there 
rise nearly 10 feet above such erection. Whether hatch coam- 
ings, deck erections, etc., would then hold out, would be ex- 
tremely doubtful. Steaming would probably be out of the 
question. The fact is that most of the precautions invented 
to allay the fears of timid travelers apply only to fair weather 
conditions, and to places that are not very far from land, 
where, after all, most of the collisions occur. 

From such accounts as have been published hitherto, it 
would appear that the flooding of the engine room alone 
would not have sunk the Republic, but that either the after 
bulkhead of this compartment or the doors in it had not held 
sufficiently tight. In spite of innumerable closing appliances 
that are patented or actually applied in practice, bulkhead 
doors are unfortunately still a weak point. To make quite 
sure that the vertical sliding doors will be always ready for 
use and the crew well parcticed in their manipulation, it is 
customary to institute bulkhead-door drills at more or less 
short intervals, when the doors are allowed to fall at the 
word of command and emergency conditions are as far as 
possible taken account of. The heavy doors fall with very 
considerable force, and the frequent repetition of this ma- 
netiver is apt to jam them so that they are difficult to raise 
again; it has, indeed, in some cases been known to split the 


218 


frames. To prevent this it is the practice in some vessels to 
insert wooden chocks across the sills for the doors to fall 
upon. These also prevent the grooves for the doors being 
filled with dirt, and they are apt to be left in place, to be re- 
moved when a real emergency arises. Now when the green 
sea comes into the engine room, there is not much time for 
such removals; the chocks are apt to remain in place and the 
doors to be let fall upon them. Needless to say the latter do 
not shut tightly and can no longer be made to do so, even if 
any one be alive to the cause of the leakage. The leak may in 
such a case still be kept down, if only pumps are available, 
and such a vessel as the Republic is in this respect well pro- 
vided. The engineers of this vessel consider that they could, 
under ordinary conditions, easily have kept her afloat till she 
got to land, but unfortunately the pumps were in the flooded 
compartment below the waterline, and neither they nor the 
engines could be made use of. 

There are a good many cases on record in which the engine 
room of a steamer has been flooded, and it seems worthy of 
consideration, whether parts of the machinery, such as water- 
tube boilers, pumps, etc., could not with advantage be ar- 
ranged on deck, as has at different times been proposed— 
notably by Herr Leux, of the firm of F. Schichau in Elbing. 
It has long been a difficulty in the design of a fast steamer 
to find room for all the boilers, and if the placing of some of 
them on deck would displace a few passenger berths, the 
extra safety and other advantages incidental to this arrange- 
ment may be looked upon as an important off-set against the 
accommodation lost. The late Mr. H. H. West, of Liverpool, 
once proposed to fit passenger accommodations in the holds of 
vessels. In these days of the electric light, he considered a 
berth without a window was no longer the unpleasant resort 
that it used to be. True, a berth with daylight is to be pre- 
ferred to one without, but many a passenger would gladly 
put up with good artificial light for perhaps a somewhat lower 
fare. 

The great point is that the public should realize that abso- 
lute unsinkability can be obtained only at the expense of all 
or of most of the advantages for the sake of which a seagoing 
vessel exists, and that an insistence upon its provision would 
practically put a stop to ocean traveling, And after all, though 
the loss of a large passenger steamer is a more sensational 
and appalling event than, say, a hundred or so railway or car- 
riage accidents, the chances of destruction undergone by a 
single passenger are probably no greater on the sea than on 
land. 

We are accustomed to hear of the compromise between 
different qualities represented by the design of a war vessel; 
this state of things has its exact counterpart,in passenger 
vessels. By all means let us have a collision bulkhead and a 
reasonable amount of subdivision by well-arranged bulkheads, 
but do not-let us forget that any additional immunity from 
the various dangers of the sea has to be dearly paid for in 
money, time, or comfort, or perhaps in all these combined. 


The Monaco Race Meet. 


The two most interesting events at the sixth annual motor 
boat exhibition and race meet, held at Monaco in April, were 
the 50-kilometer race for the Prize of Monte Carlo, and the 
100-kilometer race for the “Coupe des Nations.” The former 
event was won by the English boat Wolseley-Siddeley, which 
covered the distance, 50 kilometers (31.07 miles), in 45 min- 
utes and 4/5 seconds, or at an average speed of 38.04 miles an 
hour. In the “Coupe des Nations,’ which was over a course 
100 kilometers (62.1 miles) long, the Wolseley-Siddeley made 
even better time, winning the race with an average speed of 
39.15 miles an hour, and covering one lap of the course at a 
speed of 40.6 miles an hour. 


International Marine Engineering 


JUNE, 1909. 


Practical Experience with the Parsons Marine Steam 
Turbine on the Ben=My=Chree.* 


BY J. C. BLACKBURN. 


In respect to size, passenger-carrying capacity and speed, 
the turbine passenger steamer Ben-My-Chree, built by Messrs. 
Vickers, Sons & Maxim, Ltd., of Barrow, for the Isle of Man 
Steam Packet Company, represents a marked advance over all 
channel steamers preceding her. She is 375 feet long, with a 
breadth of 46 feet, a depth of 18 feet 6 inches, and a designed 
speed of 24 knots. Accommodations are provided for 2,549 
passengers. 

The ship is very strongly built to the requirements of 
Lloyd’s and the Board of Trade. The builders have been 
most successful in the form and arrangements for stiffening 
the hull aft. The water ballast tanks are carried on each side 
of the shaft space, and the fore and aft bulkheads shown in 
Fig. 2, forming the sides of these tanks, provide a very 
efficient stiffening for the decks, the result being the lessening 
of vibration. There are eleven watertight compartments, and 
five of the bulkheads are fitted with watertight doors on the 
Stone-Lloyd system, which allows of their being closed from 
the bridge or from below. The ship is capable of floating 
with any two compartments flooded. 

A bow rudder, worked by steam gear, is fitted to facilitate 
maneuvering operations. For the stern rudder there is a com- 
bined steam and hand gear, the steering engine aft being 
operated by telemotor gear from the bridge. 

Very wide alleyways are provided on the decks, with the 
result that even when carrying the full complement of 2,549 
passengers there is ample space for walking about. 


THE BOILERS. 


There are four double-ended boilers, 16 feet 9 inches 
diameter, 20 feet 714 inches long, with eight furnaces, 3 feet 
6 inches diameter in each, fitted with common combustion 
chambers. The working pressure is 170 pounds per square 
inch. Grate area, 754 square feet; heating surface, 27,446 
square feet. 


THE TURBINES. 


The turbines are arranged on three shafts, the high pressure 
driving the center shaft and the two low pressure driving the 
wing shafts. Astern turbines are incorporated in the casing 
with each low-pressure turbine. The starboard and center 
propellers are right-handed, and the port left-handed. The 
diameter of the rotor drum of the high-pressure turbine is 
3 feet 11 inches, the low pressure 5 feet 7 inches, and the 
astern rotor drums 4 feet 2 inches. Each low-pressure tur- 
bine exhausts into a separate condenser, the total cooling sur- 
face in the two condensers being 14,348 square feet. 

The two circulating pumps are of the centrifugal type, each 
driven by a separate reciprocating engine, the suction and 
delivery pipes being 23 inches diameter. The air pumps are of 
the direct-acting twin type, fitted in duplicate for each con- 
denser, the diameter of each pump being 33 inches and the 
stroke 18 inches. The exhaust steam from the auxiliaries is 


- led into a surface heater by which the temperature of the feed 


water is raised to 160 degrees. 

While on the six hours’ trial, the ship maintained an average 
speed of 24%4 knots with ease, and for a portion of the run 
her speed was 25%4 knots. An astern speed of 16.6 knots 
was attained on the measured mile, and stopping and 
turning operations were accomplished in a very satisfactory 
manner. From going 23 knots ahead the ship was brought to 
rest in a distance of three of her own lengths. It was noticed 
that the power necessary for propelling the ship astern was 
about twice that required for going ahead at the same speed. 


* From a paper read before the Institution of Naval Architects, 
April, 1909. j 


JUNE, 1909. 


The general arrangement of the engine room is shown in 
Fig. 1, and has proved most convenient. Turbine engine 
rooms are usually extremely hot, but a great improvement in 
this respect is noticeable in the Ben-My-Chree, due to the 
large hatchway and the efficient lagging of the turbine casings. 
This lagging is arranged on an improved design, the result 
being a very small loss of heat by radiation, as shown by the 
fact that the planished steel covering plates of the high-pres- 
sure turbine are no more than blood heat at full power. This 
result is obtained by supporting the magnesia lagging blocks 
so as to give an air space of 3 inches to 4 inches between their 
under surface and the surface of the cylinders. There is an 


International Marine Engineering 


219 


is 23 knots. The mean draft of the ship during these runs 
was 13 feet 5 inches, and the displacement 3,353 tons. The 
mean air pressure in the stokeholds was less than I inch water 
column. 

The coal consumption is obtained by dividing the total 
weight of coal put on board by the number of trips, and in- 
cludes the coal used each day at Liverpool in going from the 
stage to anchorage, coal used while at anchor, coaling bars in 
the morning, making up fires and steaming to the stage. The 
total of all this has been carefully measured, and amounts to 
24 tons per day; this deducted from 95, gives 71 tons con- 
sumed per day on two trips, and, as the mean horsepower is 


Boat Deck 


| ——— 


Promenade Deck |) 


SS] 


Shelter Deck 


Main Deck 


FFT Starting 
Platform 


latform ff of 


i —<SS——— eal 


| 


SECTION AT FRAME NO. 80 
LOOKING FORWARD 


oF Feed 
Be Condenser Circulating Tank 

rs Pump A 

a eet Feed Pamps 

be ‘urbine ©) 

3 Anes iD 

Air. Ss aHon ite) 
@unD)}) | =mPf) 

! BLP 
- Turbjne IT 
Air 

Caunfp) 1 Jc] 


Pump’s 
= 
5. 
= 
i 
© 


oOo 
Stone Lloyd 
4 
g 
a 
A 


Coal Bunker 
chee ec hecrepPy_eee fs 


le 


‘ ue is 


SECTION AT FRAME NO. 74 LOOKING AFT 


FIG. 1.—MACHINERY ARRANGEMENT OF THE BEN-MY-CHREE. 


electric fan in each of the forward ventilators in the vicinity 
of the starting platform, and these largely increase the amount 
of fresh air entering the engine room. 

The propellers are three-bladed, and made specially large te 
insure good maneuvering powers; they are all three of the 
same dimensions, viz.: diameter, 7 feet 2 inches; pitch, 6 feet 
8 inches. 

The work done on service is shown by the extract from the 
official engine-room log, giving the speed for each run in 
Table I. The mean speed for ten consecutive runs in deep 
water between the Liverpool Bar and Douglas Head was 24.12 
knots. The speed of all vessels has to be slackened between 
the Liverpool Bar and the Rock Light while passing dredgers; 
and the shoal water of the channel, especially at low tide, 
tends to reduce speed to a very considerable extent. In spite 
of this, and of the still further reductions of speed on ap- 
proaching the landing stage, the average for the total distance 


14,700, it works out to 1.87 pounds per horsepower per hour. 
This consumption, of course, includes the coal used in raising 
steam for the various culinary purposes on all parts of the 
ship. Lancashire coal is used throughout. 

A noticeable fact is that the number of revolutions is almost 
identical in the case of each of the three turbines. In looking 
over the results obtained the following points may be noted: 


REGULARITY OF RUNS. 


This is due largely to the fact that we had dry steam during 
the whole of the time. At no period, either during the trials 
or on service, was there the least indication of the boilers 
priming. The Isle of Man Steam Packet Company have had 
a long experience with paddle-wheel steamers, and have 
adopted an arrangement of corrugated steel anti-priming 
plates in the new boilers of their ships. These plates are se- 
cured to the fore and aft stays of the boilers at the water 


220 


International Marine Engineering 


JUNE, 1909. 


Sainilinnniniiirinnnirninninnnn INIT inn iiiiiniiiiiniinI nn tDet Dt ts 


level. Their good effect in preventing priming has been 
proved beyond doubt. We have adopted a similar arrange- 
ment in the boilers of the Viking and Ben-My-Chree, knowing 
how liable new boilers are to produce wet steam. I am con- 
vinced that to this cause is due much of the credit of the 
splendid performances of these two vessels. The disadvan- 
tages of wet steam are as great in the case of turbines as in 
reciprocating engines. Wet steam contains initially less in- 
ternal energy, and the re-evaporation that must take place in 
the latter stages of the expansions is bound to reduce the 
useful work which the steam is capable of giving out. The 
engineer in charge of a steam turbine is very promptly made 
aware of the fact when priming takes place, and also when 
steam is wet. The agreeable whistling sound that is an indica- 
tion to him that all is well has gone, a reduction in the revo- 


non 
Manhole 16x12 with 
Plate Cover Bolted on 


stage when the big Atlantic liners are alongside, it speaks 
well for the maneuvering powers of so large a steamier that 
she has come through without a scratch. On any day during 
the season the Ben-My-Chree may be seen performing a very 
expeditious maneuver. The time occupied in backing out with 
the bow rudder (a distance of about 14 mile from the pier), 
in stopping and getting under way until she is again in line 
with the pier, averages four minutes. This for a vessel of 
her dimensions could hardly be improved upon by any other 
method of propulsion. 


OVERHAUL. 
The Ben-My-Chree is well equipped with lifting gear, and 
the opening up of the turbines for survey has been carried out 
at a comparatively small cost by the ship’s engineers and fire- 


| Manhole 15x12 with 


‘ ‘ ' t en 
I the dc t Bul a 
+ Bulkhead W.T, | al E 
Sa Lt | psy g 
[Cross Tie} EB : “ 5 RS 8 
wef 3 Bee 
Ee Roh & 3 
Sih ne 
. a 
34¢'to Bulk’d — 
a a me oe tt a Ee 
28 30 3D ; Bf ; 30 38 40 ; 42 44 46 48 50 52 54 66 


ELEVATION OF PORT SIDE BULKHEAD 


Stiffeners 5 x 3 x7/29 Angles 


Ballast Tank 
W.T.M. 


i 
wn 
oo 
be 
© 
SS 
Sy 


oy, Wash 
Plate 
See Section 
A) W.T. Bulk’d 


Center of Wing Shaft 


Mota fu 
3x3x8/29 


Shaft Space 


3/6" 
W.T.Bulkhead 
W.T.Bulkhead 


—_- Bulkhead W,D, - 1B 


Shaft Space 


W.T. Bulkhead 


Ballast Tank 


Engineers 
Store 


PLAN 


FIG. 2.—BALLAST TANK BULKHEADS AFT. 


lutions is soon apparent, and the glands at once indicate the 
presence of water. 
LUBRICATION. 


Very careful attention has been paid to the distribution of 
oil in the bearings. The pressure in the pipes is 45 pounds. 
The oil enters the cooler at 126 degrees and leaves at 110 
degrees. The cooler is of the surface-condenser type, the 
oil traversing the tubes four times. The tunnel shaft bearings 
are 9 inches diameter and 18 inches long, and have water cir- 
culation. The lubrication by the usual syphon wool is sup- 
plemented by a necklace of plaited lampwick at the fore or 
high end of the bearing, which revolves with the shaft and 
dips into an oil bath. No appreciable wear has taken place on 
any of the turbine bearings, and there has been no heating. 


MANEUVERING POWERS OF TURBINE STEAMERS, 


Having had experience of the handiness of paddlers, the Isle 
of Man Steam Packet Company were dubious as to how the 
turbines would fulfill their requirements in this respect, but 
the results, I am glad to say, have removed all doubts on this 
score. The ship has run through the season, taking the piers 
most satisfactorily, and has not sustained the slightest damage. 
Taking into consideration the exposed position of Douglas 
Pier, and the difficulty of berthing at the Liverpool landing 


men. The internal condition of the turbines was most satis- 
factory, the blading throughout being in perfect condition, 
quite clean and free from any obstructive matter in the spac- 
ing. The spliced Ramsbottom gland rings, which had been 
fitted instead of the ordinary Ramsbottom rings, have proved, 
along with the radial gland strips, most efficient, and were in 
perfect condition, with the exception of two rings, which were 
slightly worn, and which were renewed. 

The only parts of the three turbines that showed any de- 
fects were the radial dummy strips of the port low-pressure 
turbine, five out of ten of which were flattened through 
rubbing against the casing. The reason for this remains a 
mystery, as the other low-pressure turbine was in perfect 
condition. 

CONDENSERS. 


These remained perfectly tight throughout the season, and 
were tight when tested at the finish. The vacuum averaged 
27 inches, the augmentary condensers contributing on an 
average I inch to this. 

With a view to facilitating the testing of turbine steamers’ 
condensers while on service, a distance piece has been intro- 
duced between the flange of the exhaust bend and the con- 
denser flange, to which a sectional blank flange can be bolted. 
The importance of being able to fill the condenser for testing 


JUNE, 1909. International Marine Engineering 225 
T.S.S. “‘BEN-MY-CHREE.” ABSTRACT OF ENGINE-ROOM LOG. 
AVERAGES FOR 10 CoNSECUTIVE TRIPS ON LIVERPOOL SERVICE, FROM JULY 21 To 27, 1908. 
Head Head Pressure Vacuum Reyolutions Coal 
P . and and H oO in per er 
Date Sailed. On Passage. Rock. Bar. 3 : Steam. inches. Minute. tip 
BE& = vais 
g Z : 
fe| ue | § .S] aS] is — > || | we 
: 8 S|OS) Oe el sel #| 8) ] G ae 
1908 From. To Time.| Speed Time. | Speed.| Time. | Speed.| S| aalaelae| 3 < = x 4 4 & 
le 4) Ae) ne s Ay ai S 
Ss n 
July hs.mns.| Knots. |hs.mns.| knots.) hs.mns.| knots. 
*21 Douglas Liverpool {3 6) || 22.33 |2) 57 | 22.80) 2) 2 24.00} 6] 165) 143} 127) 18] 18] 28) 27 | 454) 460) 460) 474 
22 Liverpool Douglas [3 5 | 22.46 |2 57 | 22.80) 2 22] 23.66) 6 | 165; 147) 137/ 20] 20) 273! 27 | 455] 460) 455] 474 
422 Douglas Liverpool !3 1 | 22.96 |2 53] 23.321 2 19] 24.171 6! 165) 145) 180) 18] 18! 27 | 262! 450} 455) 450! 474 
23 Liverpool Douglas |2 58 23.34 |2 53 23.32) 2 18 24.34 6 165) 150) 142) 22 213) 274) 27 459) 465) 463) 472 
$23 Douglas Liverpool |2 57 23°47 12 50 23.73) 2 18 24.34 6 165} 147) 135) 20 20 274) 27 455) 460) 455) 474 
24 Liverpool Douglas |2 56] 23.61 |2 51) 23.60} 2 16] 24.71 6 | 165; 145) 140) 21) 21 | 27%] 274} 460) 465) 460] 473 
24 Douglas Liverpool /3 1} 22°96 |2 53] 23.32) 2 20) 24.00} 6] 160) 145) 130) 19} 19) 27) 27] 457] 460) 460! 473 
§25 Liverpool Douglas |3 1) 22.96 |2 53] 238.82) 2 19] 24.17) 6) 165) 152) 136) 20) 20) 274) 278) 455) 460) 460] 474 
25 Douglas Liverpool |3 3) 22.70 }2 54] 28.19) 2 21} 23.83) 6) 160) 143) 127) 18) 18 | 274) 278| 445) 450) 445], 474 
927 Liverpool Douglas {3 1 22.96 |2 53 23.32) 2 20 24.00 6 165} 148} 130} 20 20 28 27 450) 460) 455) 4723 
Average for!10| Consecutive ips), ..|3) 009) |) 22196 2° 53.4|° 23127| 2 tos} 24.12| 6 | 164|146,5/13314| 1016] 1915| 27.5| 27 | 454] 459| 456| 47a 


REMARKS July 21.—*Going at reduced speed Thee Bar Ship and Rock Light through low water in channel. July 22.—}{Reduced speed between Rock and Bar Ship 


on both passages, through low water in channel tf Record passage e c 
DIsTANCES:—Douglas Head to Stage.................. 694 nautical miles 
DMouglaspHeadmopRocksmementereieii in Ola; Ms 


Dourlaspelecadstopbalteeee ene en try moO) a 
Coat CONSUMPTION. 
Total consumption for one day......................-.. 95 tons 
Coaling barssery ees iccieeenl rrse sci eeicreiete 83 tons 
Makin gau piILeS hee ree ri iine cient L Osan ae WY 9G 
Consumediatianchowseeereaerier eccrine 71 
Consumed on single passage (71+ 2)..............-... 35.5 “ 


purposes, without filling the low-pressure turbine, will be 
readily appreciated by those who have had to do with tur- 
bine steamers. The condensers must be kept tight, otherwise 
evils arise; a leaky condenser frequently causing priming. 


LYING UP. 


As steamers of the class referred to are idle for about six 
to eight months of the year, it is necessary to take precautions 
against deterioration during this period. It is advisable to 
open up the casings as soon after the ship is laid up as 
possible, then with wire brushes to remove all rust and light 
scale from the interior of the rotor and casing, to paint these 
parts with aluminium paint, oil the dummy rings, and close 
all up again, keeping a heating stove in the engine room during 
the damp weather. 

Speaking after a four years’ experience of Parsons’ marine 
steam turbine, from a superintendent engineer’s point of view, 
the small amount of trouble and anxiety involved in the main- 
tenance of this class of engine, as compared with the big 
paddlers, has astonished me. The turbine steamer gives no 
trouble whatever. She comes in and goes out, and nothing in 
the way of repairs is required throughout the season. Take 
‘this one item alone—the paddle-steamer Empress Queen of 
10,000 indicated horsepower, which is still doing excellent 
work, is propelled by two wheels weighing together about 140 
tons, the power being transmitted through two shafts 30 
inches diameter. The Ben-My-Chree is propelled by three 
screw propellers of the total weight of 4% tons, the shafts 
being 9 inches diameter. The disparity between the weights 
of the paddle wheels and screw propellers indicates to a very 
large extent the difference in the trouble and cost of upkeep 
of the two classes of engines. 

In comparing turbine steamers with the ordinary recipro- 
cating twin-screw channel steamers, there are two points in 
particular which may be noted in favor of the former: 

(1) Regularity of speed and economy of fuel in bad 
weather, the propellers being always well immersed and racing 
being quite unknown. 

(2) Capacity for developing the maximum power at any 
time without undue strain. The steam turbine responds at 
once to the increased demand made upon it whenever an 
extra push is required, whereas when that time comes with a 
reciprocating engine you have abnormal bearing pressures 


to date between Head and Rock. 


§ Delayed off Douglas for 5 mins. through fog. | (26th Sunday.) 


Coat CONSUMPTION FOR INDICATED HoRSEPOWER. 


LOrsepOWeLs.. eeae b Ba Cn ee 14,700 
Revolutions) persn10 Ute eee eee eee rete nnn rnnct 4. 

Time between Head and Rock (2 hrs. 53.4 mins.).... .. 2.89 hrs. 
Coal consumption between Head and Rock (35.5 tons)....... 79,520 Ibs. 
Coal consumption per horsepower per hour............. 1.87 Ibs. 


and choking of steam passages, which absorb a lot of power 
and causes increased anxiety to those in charge. 

Only those who have experienced the stress of managing 
reciprocating engines when pressed to the. utmost limit can 
fully appreciate the contrast presented by the quiet, steady. 
working of a turbine, and our best thanks are due to the Hon. 
C. A. Parsons for his worry-saving invention. 


The Grab Hopper Dredger North Western. 


One of the largest grab-bucket dredgers constructed has 
been built for the London & North Western Railway Com- 
pany’s service on the Mersey by Ferguson Bros., Port-Glasgow. 
The molded dimensions are: Length, 200 feet; breadth, 36 
feet; depth, 16 feet 6 inches, and the hopper has a capacity for 


THE GRAB HOPPER DREDGER NORTH WESTERN. 


1,oco tons of material. The vessel is fitted with three crank 
triple-expansion main engines and two multi-tubular boilers, 
and an independent condenser. Air and circulating feed pumps 
are fitted in the engine room. Four powerful steam grabs are 
fitted over the hopper, capable of loading the vessel in one 
hour. The hopper doors are maneuvered by steam winches. 


222 


S. S. WAUKETA. 


The accompanying plans of the steamship Wauketa, of the 
White Star Line, Detroit, Mich., represent a combination 
freight and passenger vessel for general service on the Detroit 
River, between Detroit and Port Huron. The vessel was 
designed by Prof. H. C. Sadler and Mr. Frank E. Kirby, the 
general arrangement representing the ideas of Mr. B. W. 
Parker, general manager of the line. Certain features are of 
interest. 

In the first place, the trade is one where a number of stops 
at different places only a few miles apart are required, and 


WAUKETA 


International Marine Engineering 


JUNE, 1909. 


The contract for the steel part of the hull, engines and 
boilers was let to the Toledo Ship Building Company, and the 
vessel was delivered in ninety days after the signing of the 
contract. The actual working time was seventy-six days of 
nine hours each, and the time from the laying of the keel to 
the launching was twenty working days, or 180 hours. 

The cabins and fittings are being installed by the White 
Star Line at their own shops. 

The machinery of the vessel consists of a triple-expansion 
engine, 1714 inches, 27% inches, 43 inches by 30 inches stroke, 
with the usual jet condenser and necessary bilge, fire and 
general service pumps. Steam is supplied from three Scotch 


~. oP 
aay ke 
~SaS) Ty 
oS 
ay 
DETROIT HORON 4 
S| =) 5) Joe oe Ye 
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oe = ase} taeesstataes Ses 
= 
PK x Ross RIL IIS 
fo) 
ce) fo) fo) ° oO ° ° ° mid fo) fo) ° ° 
gq ° 5 e 
e 5 5 = S 
— 8. < 2 : Coe rrr De Oe SS z = 
——— 


OUTBOARD PROFILE OF S. S. WAUKETA. 


at each place there is a certain amount of package freight 
to be loaded and unloaded. As this is apt to be somewhat 


boilers, natural draft, 10 feet 8 inches in diameter and 11 feet 
6 inches long, and at a pressure of 180 pounds per square inch. 


The vessel will be lighted throughout with electricity and 
fitted with steam heat. 

The general arrangement of the decks is as follows: On 
the lower deck forward are accommodations for the crew and 
galley. The whole of the forward part of the main deck to 
the after end of the engine casing is reserved for the cargo. 
The after end of this deck contains the main entrance, offices 
and bar. The saloon deck is reserved for passengers, and is 
fitted amidships with a few private staterooms. On this deck 
there is also a lunch room, with the usual lunch counter. 
Above this, on the boat deck, are situated the smoking room, 
the pilot house and the accommodations for the officers. 

The model of the vessel was tested in the experimental tank 
at the University of Michigan, and experiments made until the 
best form for the given conditions was obtained. 


bulky a large deck space is necessary, and this accounts for 
the somewhat full form of the main deck, and to a certain 
extent for the adoption of the screw instead of the paddle as 
a means of propulsion. The freight is loaded on to light 
trucks, which are wheeled bodily upon the vessel and deposited 
again at the required port. In this way the handling and time 
at the various ports is greatly reduced. 

The principal dimensions are as follows: Length over all, 
185 feet; length on keel, 175 feet; breadth, molded, 38 feet 4 
inches; depth, 14 feet. The frame, beams, keelsons and 
stringers are of bulb-angle section, 5 inches by 2% inches by 
10 pounds, spaced 18 inches at the ends and 24 inches amid- 
ships. The shell plating is 10 pounds except the garboard and 
wale strakes, which are 13 pounds. There are four watertight 
bulkheads and one partial bulkhead aft of the engine room. 


Wire Gate 
Goon fof Gent’s ¥ 
S| Sa Pore iol Toilet 
— || Parlor Seon ! |} As 
E Sliding Door ala] a} a 


zy 
© 
eae EC 
Cémpanionway 
Engine Rom 2 
SES f Sliding Doors Plo" 2 
Soe ~ To] f 
~ SP eo abl ay are nce = 
ee ee —— 
—S 
Wire Gate a 
SALOON DECK. 


Window 
Crew's W.C: | Os 
Wash BowlXSJ 


N 
EEE 


Anchor Plat~ 
form above 
S Bulwarks 


b 


meee f 


ee ETS, 


MAIN DECK. 


JUNE, 1909. 


SOME EXPERIMENTS WITH LIGHTENED BEAM 
BRACKETS. 


BY R. EARLE ANDERSON, 


In determining upon the details of certain torpedo-boat 
destroyers recently designed by the Bureau of Construction 
and Repair, it was realized that the necessary lightness of 
structure could be obtained only .by giving to each item the 
most careful consideration, in order that the efficiency of 
each individual part of the structure, considered from the 
standpoint of weight and strength, might be made a maximum. 
Particularly was this the case with such structural members 
as beam and bulkhead brackets, the frequent recurrence of 
which throughout the hull made every pound saved in the 
type of the member a matter of great importance. The bu- 
reau had before it, of course, the details of all the torpedo 
boats and destroyers previously constructed for the United 
States Navy, and there were used, as a basis for improve- 
ment, many of the details of one of these older vessels that 
had justified in service the excellence of her design. The 
beam brackets on this vessel consisted of 15 inches by 15 
inches by 10-pound lightened plates, without a flange, the type 
of which, together with the size and distribution of the light- 
ening holes, is shown in Fig. 1. It fell to the writer to im- 


Fic. 1. 


prove upon this bracket, the problem being to obtain the 
strongest and most rigid bracket possible upon the same 
weight. 

It was evident, of course, that a considerable increase in 
strength and rigidity could be obtained by flanging the edge 
of the bracket. This meant that if the alloted weight was not 
to be exceeded, the amount of metal removed by cutting 
lightening holes must be increased. It was evident also, that 
a greater area could be cut out by increasing the size of the 
lightening holes than by increasing their number. A hole 5 
inches in diameter was about as large a circular hole as it 
-was practicable to cut in a bracket of this size, however. The 
effect of such a hole is shown in Fig. 2. The load, that is to 
say the bending moment tending to open or close the angle 
between the deck beam and the frame bar, is transferred 
through the bracket from the rivets in the beam to those in 
the frame, and the stresses in traveling through the bracket 
must divide around the lightening hole in some such manner 
as is indicated in Fig. 2, leaving areas of metal practically un- 
stressed and hence useless, the extent of which can only be 
guessed at, but which are approximately indicated by the 
shaded portions of the figure. To cut out these shaded por- 
tions would therefore leave the bracket quite as strong as 
though only the 5-inch hole were cut. 


International Marine Engineering 


223 


Fig. 3 shows how this theory was applied to obtain the 
largest practicable lightening hole, and at the same time one 
that could be cut without an excessive amount of labor. It 
will be seen that this hole can be cut by using a 5-inch die and 
a 3-inch die, leaving the small triangular portions to be cut 
away with a square punch. The amount of metal cut out by 
using this form of lightening hole made it possible to add to 
the bracket a tapered flange of the form shown in Fig. 3 
without exceeding the allotted weight. In fact, had the 
bracket shown in Fig. 3 been made of 10-pound plate, as was 
that shown in Fig. 1, the weights of these two brackets would 
have been identical. 

Some rough comparative tests were made at the bureau 
which proved the superiority of the flanged bracket with the 
lozenge-shaped lightening hole, and this form of bracket was 


FIG. 2. 


thereupon adopted for both deck beams and bulkhead stif- 
feners. These preliminary tests led the writer to believe that 
much could be learned about the behavior of parts of struc- 
tures by tests on small specimens, and he determined upon per- 
forming at home a series of such tests on various forms of 
beam brackets, and the results of these tests confirmed the 


+4 ‘Rivets W =) 
» 


JS 15 = 


Fic. 3. 


theory which led to the development of the bracket and the 
preliminary comparison made at the bureau, and brought 
about a reduction in the weight of the beam-bracket plating 
from 10 pounds to 8 pounds. 

It is believed that a description of these tests and of the ap- 
paratus used will be not without interest, both because of the 
actual comparative and quantitative results obtained and be- 
cause they show that. it is possible to obtain much practical 
information from tests of small specimens, even with the 
crude apparatus which the home workshop affords. 


224 


The improvised machine used is shown in Figs. 4 and 5. It 
was built upon the back of a drawing board that was pro- 
vided with strong oak cleats. A piece of heavy sheet metal 
(A), secured to one of these cleats represented the frame of 
the ship, while a steel bar (B), 2 by 3/16 inch in section, 
represented the deck beam, the bracket being bolted to these 
two members and forming the connection between them, ex- 


International Marine Engineering 


JUNE, 1909. 


side pieces of heavy sheet steel. They formed a very simple 
and satisfactory part of the apparatus and were easily made. 

As actually fitted on the ship, the entire connection between 
the frame and the deck beam does not consist of the bracket 
only. The deck stringer is, of course, attached to the beam, 
and the sheer strake to the frame, these two plates being in 
turn connected to each other by the stringer angle, the rivet- 


FIG. 4.—TESTING APPARATUS. 


cept for the bolt (G), the function of which will be explained 
later. To increase the leverage, a second flat bar (C) was 
employed, with a knife-edge fulcrum at D, and a link with 
two knife edges at E. The load consisted of two groups of 
lead batten weights (only one of which is shown in the fig- 
ure), tied together with wire and suspended on the knife 
edge F. The groups of batten weights weighed, respectively, 


FIG. 5.—DETAILS OF CONNECTION. 


19% pounds and 19% pounds. The total weight available was 
thus 383g pounds, to the moment of which was to be added 
that due to the levers themselves. The total bending moment 
which could be brought upon the bracket was thus consider- 
able, and in some of the tests was increased by shortening 
the distance between the knife edges D and E to about half 
that shown in Fig. 4. These knife edges consisted of short 
pieces of steel cut from a %-inch square bar and riveted into 


ing of which adds materially to the beam-to-frame connec- 
tion, and these cannot be neglected in any consideration of the 
strength of beam brackets. It was necessary, therefore, to so 
arrange the testing machine as to account for the effect of 
the stringer angle. 

It appeared proper to take account of the rivets in this con- 
nection for the extent of one frame space, and as their aggre- 
gate area was large in comparison with the area of the rivets 
connecting the bracket to the beam, it was not practicable to 
represent them in the testing machine by a bolt of correspond- 
ing size and in corresponding location. Accordingly a smaller 
bolt was used (3 inch), and it was placed in such a location 
that the “neutral axis” of the system of bolts was in a loca- 
tion corresponding approximately to the location of the “neu- 
tral axis” of the system of rivets in the actual case. This 
bolt was originally put at H, but after a portion of the tests 
had been made, it was decided that it would be more nearly 
correct to locate it at G, and this was accordingly done. The 
comparative results given below were obtained with the 
“neutral axis bolt” at H, while the formulas are derived from 
the results obtained with this bolt at G. In order that the 
bolts G and J might not of themselves support the lever and 
so relieve the bracket, the bolt J was put through the bracket 
and the bar B only, the plate A being cut out around it. 

The test specimens represented the full size brackets to a 
scale of 3 inches to the foot; that is, they were one-fourth 
actual size. They were made of sheet steel 1/32 inch thick, 
corresponding to 5-pound plate. The different types of bracket 
tested are shown in Figs. 6 and 7. Brackets 1, 4 and 5 all 
have the same outline, as have also brackets 6, 7 and Io, ex- 
cept that these latter are flanged. Bracket No. 1 is without 
lightening holes; No. 2 is lightened by 34-inch holes closely 
spaced; No. 4 is the same as that shown in Fig. 1; No. 5 is 
similar to No. 4, but has one 5-inch and two 3-inch lighten- 
ing holes. These dimensions refer, of course, to the full size 
bracket, not to the test specimen. Bracket No. 3 is a type 
which was used on some of the earlier torpedo vessels. _ It 
has a flange of parallel width. It forms a brace across from 
beam to frame, but is hardly a true bracket connection. Nos. 
6 and 7 are the same as Fig. 3, except that No. 6 is solid. 


JUNE, 1909. 


International Marine Engineering 


225 


FIG. 6. 


Bracket No. 9 is a special type, based on No. 7, but having 
the extremities of the flanged portion bent down flat and con- 
tinued to the center line of the bolts, with a view to avoiding 
the sudden discontinuity of stiffness that occurs in No. 7 
where the flange ends. 

The results of the tests of twenty-four specimens of types 
I, 2, 3, 4, 5, 6, 7 and 9 are shown in the following table. 


RESULTS OF TESTS:—SERIES 1. 


Moment | Average 
t Moment 


a 
Typr No. | Failure 


in 
Pounds). 


Varia- Weight 
at Failure tion in 

in Percent. Ounces. 
Pounds). 


Moment Com- 
Divided parative 
by Weight.) Strength. 


1,700 
1,857 
1,395 
1,672 
1,395 
2 1,313 
1,337 
1,925 
3 1,967 
1,823 
1,407 
4 ~ 1,097 
: 1,980 
1,305 
5 1,563 1,469 11 ne ataal 1,336 1.05 
1,540 : : : { = 

2,763 ‘ i 
6 3,020 2,744 103 hob 1,829 1.43 
2,450 
2,334 
2,334 
2,773 
2,438 
3,166 


ray 


1,656 16 1.3 1,274 1.00 
1,348 3s itil 
1,905 4 1.2 


1,495 324 1.2 1,246 0.96 


2,470 12 1.2 
3,166 nye 1.2 


2,058 1.62 
2,638 2.07 


x 
—— 


Ve) 


Column 1 refers to the different types as designated in Figs. 6 
and 7. Column 2 shows the bending moment that caused 
failure in the case of each specimen. Column 3 shows the 
average ultimate bending moment for each type. Column 4 
shows the maximum percent of variation of the individual 
ultimate moments from the average ultimate moment for each 
type respectively. Column 5 shows the average weight of 
each type. There is given also for each type a factor ob- 
tained by dividing the bending moment at failure by the 
weight of the specimen. This factor does not, of course, give 
a true basis of comparison, but as all of the specimens were 
of nearly the same general dimensions, it provides a reason- 
ably fair means of eliminating the differences in weight and 
judging the relative value of the different types. Accordingly 


the last column gives the comparative strength as determined 
by the moment-weight factor, taking type No. 1 as unity. 

Certain important deductions may be made from this table, 
some of which are of general application to forms of struc- 
ture other than brackets. A comparison of the strength fac- 
tors in the last column shows that the strength of types 1, 2, 
4 and 5; that is, the brackets without flanges is almost ex- 
actly in proportion to their respective weights; that is, in 
whatever proportion the bracket is lightened, whether by large 
holes or small, the strength is reduced in the same proportion. 
In the case of the flanged types 6 and 7, however, the light- 
ening hole makes almost no difference. The average ultimate 
bending moment is slightly higher for 6 than for 7, but the 
ranges of values for individual specimens overlap, and the 
comparative strength with the weight factor eliminated is 
considerably higher for the lightened bracket than for the 
solid one. Bracket No. 9, as was expected, is the most effi- 
cient of all, but is, unfortunately, not practicable for struc- 
tural work. Bracket No. 3, while stronger than the unflanged 
types, shows the lack of a throat connection and is conse- 
quently inefficient as compared with type 7, although prefer- 
able to I, 2, 4 and 5. 

The column of percent of variation is not without interest. 
With the exception of type 4, all the variations are within the 
limits usually obtained for specimens of this general class in 
thoroughly equipped testing laboratories. The home-made 
testing machine and the one-fourth size sheet-metal specimens 
need no defense in view of these results. With respect to 
the excessive variation in the case of type 4, it simply shows 
the general unreliability of an excessively lightened, unflanged 
plate bracket. That the results for type 5 do not show as 
great variation, may be, and and probably is, due to accident. 

Aside from the lack of a flange, the trouble with types 4 
and 5 is, that there is a great localized weakness near the edge 
of the bracket. If an unflanged bracket is to be used, type 2 
is certainly preferable to the large hole type for this reason. 

What the table does not show is the behavior of the dif- 
ferent types under stress and before failure. According to 
the table, the flanged bracket, type 7, is 62 percent stronger, 
weight for weight, than bracket No. 1, and 70 percent stronger 
than the unflanged bracket of equal weight, No. 4. Actually, 
however, and for the practical purpose for which the brackets 
are intended, that is for rigidly connecting two structural 


226 


members so that their full strength may be developed, su- 
periority of the flanged bracket over the unflanged one is 
vastly greater than the figures show. For, while the flanged 
brackets showed little or no lateral deflection until the break- 
ing load was approached, the unflanged brackets deflected 


International Marine Engineering 


JUNE, 1909. 


shown in the photographs; and as the failure was sometimes 
near the middle, sometimes near the end, and at about every 
point between, a fact also well shown by the photographs, it is 
a fair inference that the amount of taper given to the flange 
is about correct. Although the writer has considered the pos- 


FIG. 7. 


laterally to a decidedly appreciable extent under the least load 
that could be applied, namely, that of the lever bar “B” only, 
this deflection increasing greatly as the load was increased. In 
fact one of the most remarkable things noted during these 
tests was the extent to which these unflanged brackets would 
deflect laterally before total collapse. 

It is thus evident that within the limits of a safe working 
load, the flanged brackets can be depended on for absolute 
rigidity, while the unflanged plates are entirely worthless 


tae ee 


FIG. 8. 


from this standpoint and cannot be depended upon to add 
anything to the resistance of the vessel against wracking. 

As regards the tapered forms of the flange, the experiments 
showed that its proportions were practically correct. Fail- 
ure always occurred in the tapered portion of the flange, 
never nearer to its end than in the case of the specimens 


sibility of determining the proportions of the flange by ra- 
tional means, no method for doing so has presented itself 
which would seem to be justified by the results of the experi- 
ments. 

We pass now to a consideration of the strength of the taper- 
flanged, lozenge-lightened bracket from the theoretical stand- 
point, and the determination of a practical working formula, 
based on these experiments for use in proportioning a bracket 
to suit any given case. 

It appears that the interpretation of the results of the tests 
and the determination of a rational method of design should 
be based upon the following principles: 

(a) The load in the rivets varies directly as the distance 
from a point which corresponds to the neutral axis of a beam. 


FIG. 9.—TAPER FLANGED BRACKET. 


(b) In determining the load in the bracket rivets, the rivets 
connecting the stringer plate to the stringer angle for the 
extent of one frame space should be considered as forming 
part of the connection. ; 

(c) The load from the two (or three) outermost rivets is 
transmitted through the flanged portion of the bracket, that 


re 


JUNE, 1900. 


is the portion outside the lightening hole, and this portion of 
the bracket acts as a column or strut. 

(d) The load from the remainder of the rivets is trans- 
mitted through the throat portion of the bracket, and this 
load being small, as compared with that through the outer 
portion, the strength of the outer portion determines the 
strength of the bracket. 

As it is usual to base the column formulas upon the value 

l 
of —, that is the column length divided by the radius of gyra- 

Yr 
tion of the section, a second series of tests was made with 
specimens as shown in Fig. 7, brackets Nos. 7, 8, 11 and 12. 
Type No. 7 has already been described. No. 8 is similar to 
No. 7, but the throat angle is 90 degrees. No. 11 is made of 
the same gage steel as No. 7, and has the same throat angle, 
depth of flange, etc., but is sufficiently large to take one addi- 
tional bolt in each connection. No. 12 is similar to No. 11, 
but the throat angle is 90 degrees. For this second series, 
three specimens were tested of each type, except No. 7, of 
which there were four. All of these brackets had the same 


Fic. 10. 


value of r for the strut portion, since the depth of the flange 
was the same in all cases and the lightening hole was the same 
distance from the edge, but there were four values of /. 
l 
While a greater range of values of — would have been desir- 
Yr 
able, this was about the best that could be done with the facili- 
ties available. The bolt for controlling the position of the 
neutral axis was, as previously explained, shifted to G. Fig. 5. 
Calculations were now made to determine what would be, 
for any moment M, the load transmitted to the outer or 
strut portion of the bracket. The details of these calcula- 


International Marine Engineering 227 


tions are similar to those which are to be described later for 
the case of a full size bracket and need not be given here. 
They resulted as follows, the load being in pounds when the 
moment is in inch-pounds: 


Bracket No. 7, load = 0.188 
oe “8, load = 0.188 
i » 1, load =o 150M 
ss ~ 12, load = 0.150M 
These are the loads in the two outer bolts in each case. 
For bracket No. 7 the total load in the remaining three bolts 
was calculated, and as a rough check on the theory of the dis- 
tribution of the loads in the rivets, three specimens were cut 
as indicated by No. 10, a and b, Fig. 7, and the throat and 
strut portions were broken separately with the following re- 
sults: Calculated ratio 


strut 


throat 
Average of three tests 


strut 
= DPM 
throat 


Although the conditions in the intact bracket were not, of 
course, really reproduced in the “a” and “b” portions when 
tested separately, the results indicate that the theory of the 
distribution of the load in the rivets is not widely at variance 
with the facts. 

Before giving the tabulated results of the tests on brackets 
7, 8, 11 and 12, one more explanation is necessary. As will 
be seen in Fig. 8, the load on the strut portion of the bracket 
is not central, but eccentric, giving rise to a bending moment, 
the stress due to which must be allowed for and included in 
the real ultimate breaking stress. As the amount of the ex- 
centricity and the dimensions of the cross-section are the same 
for all four types, the unit stress in the extreme fiber, due to 
the eccentricity of the load, bears for all four types the same 
proportion to the applied load and is shown by calculation to 
be 20.5 times the total direct load when the latter is taken in 
pounds, and the stress due to the bending moment is expressed 
in pounds per square inch. 

The following table shows the actual results of this series 
of tests and the calculated results derived from them. The 
values of /] are taken as the respective lengths of the flange, 
which, being about the same as the length between the outer- 
most rivets, is, probably to all intents and purposes, the true 
column length, and is, at all events, the most convenient for 
practical use. 

(To be Concluded.) 


TABLE OF RESULTS.—SERIES 2. 


Area Actual Average Unit Load | Unit Stress | Total Unit 
1 of Ultimate Ultimate Percent Average Pounds Due to Load, 
Tyre No. 1 r = Section Moments Moments Variation. Load, per Square | Eccentricity | Pounds per 
Inches. Inch. r Square in in Pounds. Inch. (Com- Square 
Inch. Pounds. Pounds. pression). Inch. 
1,713 
1,455 
7 5. 4 0.116 43 0.0272 yee 1,577 11.3 297 10,900 6,100 17,000 
2312 
8 4.3 0.116 37 0.0272 rae 1,973 Uotl 371 13,650 7,400 21,050 
3885 
1,440 
11 6.25 0.116 54 0.0272 ee 1,570 13.7 235 8,650 4,840 13,490 
1,4 
1,542 
12 5.5 0.116 47.5 0.0272 pen 1,399 10.2 209 7,700 4,290 11,990 


228 


International Marine Engineering 


JUNE, 1909. 


REPAIRS TO THE TURBINES OF THE U. S. SCOUT 
CRUISER SALEM. 


The United States scout cruiser Salem has been sent to the 
builders, the Fore River Shipbuilding Company, for an ex- 
amination of the main propelling turbines, which are of the 
Curtis marine type. During the recent competitive trials the 
starboard turbine ran considerably slower than the port, with 
the same steam supply, thus indicating that some internal 


BUCKETS IN FRONT ROW BENT OVER, COMPLETELY C_OSING STEAM PASSAGE. 


derangement had occurred, although there was no difficulty 
in its operation. 

When opened up it was discovered that some foreign body 
had become caught in the fifth stage between the nozzles and 
first row of buckets. It had bent over the edges of the buckets 
so as to completely prevent any steam passing through them, 
and had broken about one-quarter of the nozzle division 
plates. The foreign body which caused this has not yet been 
found, but a loose 54-inch nut was found in the fifth stage, 
lying in the bottom of the casing, which did not become caught 
in the moving parts. 


Examination of the port turbine disclosed a service bolt, 
21% inches long, which was not a part of the machine, lying in 
the first stage against the nozzle openings leading to the 
second stage. The damage done here was comparatively 
slight. 

The rotors of both machines were also found to have moved 
axially, so as to allow the moving buckets to rub against the 
stationary guide blades, with the result that in the first and 
second stages, where the axial clearances are least, the guide 
blades were worn on the edges, but no blade stripping oc- 
curred. As in these stages the guide blades only cover a 
small part of the circumference, practically all the wear oc- 
curred on them and very little on the moving buckets. All 
blading was found to be entirely free from any erosion due 
to the action of the steam, and the surfaces were as smooth 
as when first installed. 

This shows that the Curtis type of construction has a re- 
markable ability to withstand abuse and still remain in opera- 
tive condition; as even in this condition the vessel made 244 
knots for twenty-four hours, and for the first eight hours 
made 25 knots, while the contract speed required 24 knots for 
four hours. Also the operation of the turbine was perfect, 
and except for the drop in revolutions it would not have been 
known that any internal damage had occurred. 

The damage is being repaired, and is expected to be finished 
in thirty days from the vessel’s arrival at the. builder’s yard. 


THE LAPLAND. 


The Red Star Line has recently placed on its New York- 
Dover-Antwerp service the new twin-screw steamship Lap- 
land, of 18,694 gross tons, built by Messrs. Harland & Wolff, 
of Belfast, Ireland. The vessel is 620 feet long over all with 
a breadth of 70 feet and a depth from the keel to the top of 
the shelter-deck beams of 50 feet. With a displacement of 
30,500 tons, the load draft is 35 feet 3 inches. Quadruple ex- 
pansion engines are installed, with a total indicated horse- 
power of 13,000. Accommodations are provided for 304 first 
class, 352 second class and 1,790 third class passengers. 

The Lapland was built in accordance with the requirements 
of the British Board of Trade and the American and Belgian 
laws for passenger vessels. The hull is divided into eleven 
watertight compartments; a centerline bulkhead being pro- 
vided for additional safety. The double bottom extends 
throughout the entire length of the ship, and is made excep- 


DAMAGED BLADING OF THE SALEM’S TURBINE. 


JUNE, 1909. International Marine Engineering 229 


THE NEW RED STAR LINER LAPLAND, 


tionally rigid in the machinery space. There are nine decks 
and six cargo holds. The coal bunkers are arranged so that 
” the ship can be coaled from either side. 

All the first class accommodations are situated in the super- 
structure amidships. On the upper promenade deck are situ- 
ated the lounge, the reading and writing room, and the smok- 
ing room. The lounge is decorated in the style of the early 
Georgian period, with walls and ceiling paneled in oak. At 
the after end is an ingle nook with a handsome fireplace. 
Mahogany furniture and large windows upon which are ap- 
propriately painted scenes in various Belgian and American 
cities add much to the attractiveness of the room. Card 
tables and writing desks are also provided. The reading and 
writing room is situated amidships and is decorated in white. 
As in the lounge, there is an ingle nook with an attractively 
designed fireplace. In the smoking room special attention has 
been paid, not only to decoration and comfortable furnishing, 
but also to the ventilation. The walls are of paneled oak, and 
upon them are displayed views of various Belgian, American 
and English cities. The ceiling is also set in panels, but there 
is a large colored-glass dome in the center bearing in medal- 
lions the twelve signs of the Zodiac. Located aft, and adja- 
cent to the smoking room, is a veranda café, finished in en- 
ameled white and furnished with teakwood chairs and small 
tables, arranged after the style of out-door cafés on the Con- 
tinent. 

Other special features located on the upper promenade deck 
are a photographic dark room and a small shop, where a great 
variety of articles necessary for the comfort of the passen- 
gers can be purchased. An electric elevator is installed to 
convey passengers from the upper promenade deck immedi- 
ately to the entrance of the dining saloon or to the various 


stateroom decks. CORNER OF THE LAPLAND’S DRAWING ROOM. 


230 


International Marine Engineering 


JUNE, 1909. 


The first class dining saloon extends the entire width of the 
vessel, a distance of 70 feet, and at the sides large windows 
are arranged in pairs to insure good light and adequate venti- 
lation. The room is paneled in white and old gold, the furni- 
ture being of oak. Small tables, arranged in the popular 
restaurant style, are provided. At the forward end there are 
two sideboards of carved oak, with a piano of the same wood 
between them, while overhead a small balcony provides a con- 
venient place for the ship’s orchestra. In the center of the 
saloon is a large dome, with a surrounding balustrade. 

The staterooms are arranged in a variety of ways, from 
suites de luxe, consisting of sitting room, bedroom, bath and 
toilet, to single-berth rooms. Where cabins are designed for 
two or more passengers, all the upper berths are built in the 
Pullman folding style. A large amount of deck space is avail- 
able for the passengers, particularly on the sun, upper prom- 


MAST AND DERRICK MOUNTINGS. 


COALING AND SAMSON POST DERRICKS. 


Fig. 1 shows a Samson post and coaling derrick 25 feet 
long, 9 inches diameter at the center and 6 inches at the ends. 
The forks of the shod are 31 inches long from the center of 
the pin. At the heel end the forks are 334 inches broad by % 
inch thick, tapering to 214 inches by 9/16 inch at the inner 
end. Three 34-inch clinched bolts are driven through the der- 
rick and clinched on the forks; two bands are also fitted, the 
aftermost one is 3% inches broad by 9/16 inch thick, the inner 
one 234 inches broad by 9/16 inch thick. The aftermost band 
is 94 inches from the center of the pin, the inner band is 27 
inches from the center of the pin. The snug through which 


THE LOUNGE ON THE LAPLAND. 


enade and promenade decks. The upper promenade deck is 
fitted with wind screens containing windows, so that the deck 
may be entirely inclosed in bad weather. 

The second class accommodations have been given careful 
attention, the dining saloon, which extends the full width 
of the vessel, having a seating capacity of 220 persons. It is 
finished in white and gold, with mahogany furniture, with a 
handsome sideboard and piano at one end. The second class 
library is a large room, paneled in sycamore, with mahogany 
furniture. In the smoking room the walls and furniture are 
of oak, while a large skylight with embossed glass and large 
windows at the sides of the room provide ample light and 
ventilation. 

The third class accommodations include two, four and six- 
berth rooms, together with a large social hall on the shelter 
deck. 


Change of Address. 


On May 1, 1909, the address of the North-East Coast In- 
stitution of Engineers & Shipbuilders was changed to Bolbec 
Hall, Westgate Road, Newcastle-upon-Tyne. 


the pin passes is 4 inches deep by 17% inches thick. The pin is 
turned steel 134 inches diameter. 

The gooseneck sole is 16 inches long by 11 inches broad and 
7% inch thick, arranged to take six 7 inch rivets. From the 
sole extend two jaws; the upper is 3% inches deep by 5 inches 
broad, and the lower 2% inches deep by 5 inches broad. The 
34-inch space in between the jaws is used for fitting the link 
to take the leading block to the winches, etc. The link at the 
attachment to the leading block is 1%4 inches diameter and 
must be long enough to allow. the shackle of the leading block 
to ship and unship easily. Through the body of the link a 
hole 23% inches diameter is bored to allow the spindle to pass 
through easily, and thus allow the link to move to follow the 
lead block as it moves to its work. The jaws for the heel 
fitting are 114 inches thick, with a 2-inch space between. The 
spindle as it passes through the upper jaw of the gooseneck 
plate is 3 inches diameter (for thickness of upper jaw only), 
for the remainder of its length it is 2% inches diameter. At 
the underside of the lower jaw a split forelock pin is fitted to 
prevent lifting when loads are applied. The center of der- 
rick pin is 4 inches above the upper jaw of the gooseneck 
plate, and is 7 inches from the sole. The type of zooseneck 


JUNE, 19009. 


International Marine Engineering 


231 


plate shown here is for fitting against a casing or bulkhead, 
but can be curved to suit a mast or Samson post. 

The head-fitting band is 4 inches broad by 34 inch thick, 
with a snug on the upper side 13¢ inches thick, suitable for 
taking a 14%4-inch shackle. To the shackle is fitted a t-inch 
link to take a 7-inch chain as a topping lift. If the 7%-inch 
chain does not find favor with ship owners, a 3-inch S. W. 
rope may be substituted, the working load of each being 
about 8% tons. A 34-inch eye is fitted on each side of the 
band to take guys. A 14-inch eye is fitted on the bottom of 
the band to take a 14-inch link; to this link is fitted the 
shackle of the gyn block. At the head of the derrick a plate 
is fitted at top and bottom and end, with two snugs to pre- 
vent the band moving when a load is applied. 

Attention should always be paid to see that snugs are fitted 
at bands with screws or clinched bolts; when care is taken 
about the fitting of those small details it saves much time and 
trouble afterwards. The band is usually fitted 1 foot from the 
head of the derrick. 

The hoop for the coaling derrick is 3% inches broad by 54 
inch thick, and has two snugs set at angles on the upper side 
to take topping lift guys. With the style shown here, the 
derrick heel is supposed to be fitted slightly above the deck, 
with topping lifts fitted to the casings. On the lower edge of 


the band is fitted a 1%-inch wrought eye, with a suitable link” 


to take the gyn block. 
5-TON DERRICKS. 


Fig. 2 shows a 5-ton derrick 46 feet long, 13 inches diameter 
at the center and 11 inches at the ends. The derrick shows 
bands for taking two gyn blocks. The upper band is 9 inches 
from the head of the derrick, and the distance between the 
bands may be anything from 4 feet 6 inches to 6 feet. 

The forks of the shod are 3 feet 2 inches in length from 
the center of the pin. The forks at the end of the derrick are 


4 inches broad by 5@ inch thick; at the inner end the breadth 


spindle is 3 inches, and the overall diameter of the crown is 
9% inches. The socket is fitted to the mast table with six 
I-inch rivets or bolts. The thickness of the spigot is made to 
suit the thickness of plating on the derrick table. 


> 


9-3 ee 
CHa IS === 
1 


95H 


op jpal 
394 x % 
14 Shackle jC) 
&% 


aes 


HEAD t 
HOOP FOR COALING 
DERRICK 


END ELEVATION 
1" Shackle 


14 Wrot Eye 
1 Link 


SIDE ELEVATION 
ELEVATION 


GOOSENECK 


FIG. 1. 


The jaws of the goosenecks are 1% inches thick, with a 
distance of 21% inches between, suitable for the thickness of 
the shod snug. The flat of the jaws is 4% inches broad to 
take a pin 134 inches diameter. The neck of the gooseneck 
is 6 inches diameter, a dimension which gives plenty of area 
for resting on the socket. The spindle is 3 inches diameter 


- ELEVATION 
8 2- 


SECTION 
1% Shackle 


ELEVATION 


SECTION 
LOWER BAND 


SOCKET FOR*5 TON 


GOOSENECKS 
: SOCKET 
“S3 Ss 
aS 
Sipe melt 


ELEVATION 


SOCKET FOR TWO 5 { 


DERRICK TON DERRICKS is 


FIG. 2. 


is 2 inches, and the thickness 9/16 inch. Through the shod 
three 1-inch. bolts are driven and clinched, and spaced 12 
inches apart. A band 3% by 9/16 inch is fitted 11 inches from 
the heel, and a second band 234 inches by 9/16 inch is fitted 
2 feet 11 inches from the heel. The snug at the end of the 
shod through which the pin passes is 41% inches deep by 2 
inches thick. The pin is of steel 134 inches diameter. 

The derrick sockets are castings, with a sole 1314 inches 
long by 8% inches broad, with a base 7% inch thick; from 
base to crown it is 3% inches deep. The diameter of the 


for a length of 5 inches, when it begins to taper to 2 inches 
till it reaches the upper edge of the socket on the center plate 
of the mast platform, when it becomes 1% inches diameter, 
retaining this diameter to the end. The portion on the under- 
side of the socket on the center plate of the mast platform 
is screwed and a nut fitted. Through the nut and spindle a 
hole is bored and a tapered pin fitted to prevent the nut being 
lost. The length of the gooseneck is entirely dependent upon 
the depth of the center plate of the mast platform. 

The sole of the socket is 8 inches broad by 5 inches deep by 


232 


34 inch thick, and it is arranged to take four rivets. The arm 
of the socket is 214 inches deep by 1% inches broad, and 1 
inch of metal is left all round the boss. From the edge of 
the plate to the center of the boss, the distance is given as 
614 inches; this dimension is only a relative one, as the cen- 
ters of derricks before and abaft the web plate of the mast 
platform determine this. 

The upper and lower bands are 4 inches broad by 34 inch 
thick, with 13£-inch snugs on top for taking a 14-inch shackle, 
with a I-inch link and 7%-inch chain. A 14-inch wrought eye 
is worked on the lower edge, with 14-inch links to take gyn 
blocks. Three-quarter-inch eyes for guys are fitted on the 
sides of the upper band only. To each band the usual snug 
plates are fitted, to prevent the bands shifting when the loads 
are applied. The snug plates are 234 inches by 3@ inch. 

A sketch is shown here of two derricks fitted in one socket. 
The socket is a casting 2 feet 1 inch long, 8% inches broad, 


12% 5" 1234 
v9 _ 3h = 
— Ete 
a) an h 
k 460 > 


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1% Shackle 14 Chain 
(Of 


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1%" Link 
1%"Link 


HEAD FITTINGS 


| 1-134" Shackle 
cae 1%/"Pin 


HEEL FITTINGS 


International Marine Engineering 


JUNE, 1909. 


long, 9 inches broad and 1 inch thick. The crown is 3% inches 
above the base and is 8 inches broad. Through the crown a 
hole is bored to suit the spindle of the gooseneck; this leaves 
2 inches of metal all round the crown. A spigot is arranged 
for on the underside of the sole to suit the thickness of the 
mast table plating. The socket is secured to the mast table 
plating by six 1%%-inch rivets. 

The jaws of the goosenecks are 1% inches thick by 5 inches 
broad, with the center of the 2'4-inch diameter pin 5 inches 
above the throat of the jaws; this leaves the center of the der- 
rick pin 81% inches above the mast table. The spindle is 4 
inches diameter for a distance of 5 inches below the throat; 
then it tapers to 2% inches; the length of this taper is deter- 
mined by the depth of the mast table center plate. When the 
spindle reaches the socket on the web of the mast platform it 
is 2 inches parallel, and a portion below the socket is screwed, 
and a nut is fitted with a hole bored through the nut and 


ELEVATION 


| a 


PLAN 

10 TON DERRICK SOCKET ‘i 

1 

9 13367 LA ( 
oi a= 

ELEVATION 


PLAN 
-—SOCKET FOR 2-10 TON 
DERRICKS 


SOCKET FOR ONE 
10 TON AND ONE 
5 TON DERRICK 


PLAN I 1 i 
TULIP FOR 10 TON DERRICK 


INVERTED SOCKET 


FIG. 3. 


with a sole 1 inch thick. The top of the crown is 3% inches 
above the base plate; the diameter of the crown is 9% inches 
overall; between crowns is a raised portion 1 inch deep. The 
socket is fixed in place with eight 11-inch rivets or bolts. The 
distance between the two centers of the derricks must be 
regulated by the distance of the derrick heels on each side of 
the web plate of the mast platform. 

The heel fittings are drawn for a derrick fitted on a mast 


platform. IO-TON CARGO DERRICKS. 


Fig. 3 shows a 10-ton cargo derrick 46 feet long, 15 inches 
diameter at the center, 1214 inches diameter at the ends, with 
double bands arranged to take purchase or gyns. 

The heel fitting is of the four-forked shod type. The length 
of the forks is 3 feet 8 inches from the center of the pin; the 
forks are 4 inches broad by 34 inch thick at the heel and 2% 
inches broad by % inch thick at the inner end. They are con- 
nected together through the derrick by six 1-inch clinched 
bolts, spaced 12 inches apart. A band 3% inches by % inch is 
fitted 14 inches from the pin; a lighter band 3 inches by % 
inch is fitted at a distance of 3 feet 5 inches from the center 
of the pin. The bolt snug is 5 inches deep by 2% inches 
broad, and takes a 2'%4-inch bolt. 

The single-derrick socket is a casting with a sole 15 inches 


spindle to prevent the spindle from lifting when loads are 
applied. 

The sole of the gooseneck socket is 8 inches long by 5 inches 
broad by 34 inch thick, and is bored to take four rivets. The 
socket arm is 214 inches deep by 2 inches broad; 1 inch of 
metal is left clear all round the boss. A distance of 7 inches 
is given from the sole to the center of the boss, but this is only 
relative, as this distance must be made to suit the distance of 
the derrick heel from the center plate of the mast table. 

The tulip and socket shows an alternative heel fitting for 
derricks. The tulip is a casting 2 feet 4 inches long from the 
center of the pin, and is of the following thicknesses: At the 
derrick heel 11 inches; 12 inches from the center of the pin, 
34 inch; at the end of the tulip, 4 inch. A 34-inch rib is ar- 
ranged for at the end. Two t-inch countersunk bolts are 
driven through the derrick and tulip. The pin snug is 5 inches 
at the deepest part, 4 inches at the shallowest, and 2% inches 
broad. A 214-inch bolt passes through the snug. 

The gooseneck jaws are 1% inches thick by 5 inches broad, 
with a distance of 254 inches between them. The spindle is 
4% inches diameter, with a 1-inch groove all round. A 1-inch 
pin is fitted through the socket and spindle to prevent the 
derrick lifting, and is securely fastened to the socket with 


JUNE, 1900. 


keep-chains. The fitting of the groove in the spindle allows 
the derrick to move freely to its work. The socket may be a 
casting or forging, and is of the following dimensions: Sole, 
14 inches diameter, 1 inch thick; crown, 8 inches broad, 134 
inches metal all around the spindle, 7 inches high from the 
bottom of the hole; six I-inch rivets are provided for in sole. 

A sketch is also shown of the well-known inverted socket. 
The sketch, however, is self-explanatory. 


THE MINNEWASKA. 


The Atlantic Transport Line has recently placed in service 
a new passenger and freight steamship of 14,500 tons. This 
ship, which is named the Minnewaska, was built by Harland & 
Wolff, of Belfast, and is a sister ship to the other four 600- 
foot vessels of the Atlantic Transport Line, two of which 
were built by Harland & Wolff, and the other two in the 
United States. 

The principal dimensions of the Minnewaska are: Length, 
615 feet 3 inches; beam, 65 feet 3%4 inches; molded depth, 44 
feet; load draft, 33 feet 2 inches; displacement, 26,530 tons; 
horsepcwer, 11,000; speed, 16 knots. 

The hull is divided by bulkheads into eleven watertight com- 
partments. There are five steel decks throughout, and a 
double bottom extending from the forward collision bulk- 
head to the stern-tube bulkhead. The tanks have a total 
capacity of 4,300 tons, and the coal bunkers a capacity of 


International Marine Engineering 


233 


corrugated furnaces, 4011/16 inches inside diameter. The 
single-ended boilers are 11 feet long, and each has three fur- 
naces, 40 11/16 inches inside diameter. The total grate surface 
is about 642 square feet, and the total heating surface 26,336 
square feet, making a ratio of heating surface to grate sur- 
face of 41.02. Howden’s system of forced draft is installed. 

The propellers are each three-bladed, 18 feet 6 inches in 
diameter, 23 feet 6 inches pitch. They have cast iron bosses 
and bronze blades. The propeller shafting is 1814 inches in 
diameter, the intermediate shafting 17 inches in diameter, and 
the crank shafting 18 inches in diameter; all shafting being of 
mild ingot steel. 

The air, bilge and sanitary pumps are driven by levers from 
the first intermediate cross-head. The feed pumps are of the 
Weir automatic type, while the general service pumps are 
duplex pumps of the Admiralty type, made by the builders of 
the vessel. The circulating pumps are of the centrifugal type, 
there being one for each main engine and one for the auxiliary 
condenser, which is used while the vessel is in port, and which 
receives steam from the winches. These pumps are also made 
by the shipbuilders. A Weir feed-water heater is installed, 
and there is also an evaporator and distiller. The electric 
equipment is very complete, there being four generators of 
about 35 kilowatts capacity each. Electricity is used for 
driving the ventilating fans, of which there are a great num- 
ber throughout the ship, as well as for lighting, heating and 
various small pieces of apparatus designed for use in the 


THE NEW ATLANTIC TRANSPORT LINER MINNEWASKA., 


1,890 tons. The passenger accommodations are placed 
amidships in the superstructure, leaving the entire deck 
forward and aft free for handling cargo. There are nine 
cargo hatches, five forward and four aft. The cargo booms 
are swung from four pole masts and two derrick poles. There 
are four booms on each mast and two on each derrick pole. 
Each boom is served by a separate steam winch. 

The ship is propelled by two sets of quadruple-expansion 
engines, each having four cylinders. The sequence of cylin- 
ders is from forward aft—high pressure, second intermediate; 
low pressure, first intermediate. Piston valves are fitted to 
all cylinders except the low pressure, which has a flat, double- 
ported slide valve. Each cylinder is a separate casting, and 
is supported by cast iron box columns, the condenser being 
cast in the outboard columns. The bed-plates are also cast 
iron and of box section. The diameters of the cylinders are 
30, 43, 63 and 89 inches, with a common stroke of 60 inches. 
At a speed of 75 revolutions per minute the indicated horse- 
power is estimated as 11,000. 

Steam is furnished at a working pressure of 215 pounds per 
square inch by four double-ended and four single-ended 
Scotch boilers, each 14 feet 5 inches in diameter. The double- 
ended boilers are 19 feet 10 inches long, and each has six 


staterooms. The steering gear consists of a Brown’s steam 
tiller and telemotor. 

The passenger accommodations are all for first class pas- 
sengers, of which 326 may be carried. On the boat, or upper, 
deck, forward, is the lounge, which is finished in white and 
gold, and is furnished with wicker furniture. There is a 
handsomely decorated skylight in the center of the room, and 
at the forward end a large bookcase. Square windows, ar- 
ranged in pairs, extend around on three sides of the room. 
Amidships on this deck is the reading and writing room, 
which is also finished in white and gold panel work with col- 
ored windows. The furniture in this room is of mahogany. 
At the after end of this deck is the smoking room, which is 
paneled in oak and upholstered in plain crimson morocco. 
Between the reading room and the smoking room is the 
Marconi station. The shelter deck is given over entirely to 
staterooms, of which there is a great variety, ranging from 
single-berth rooms to suites de luxe, comprising sitting room, 
bed room and bath. All staterooms are handsomely decorated, 
and the inside rooms are lighted and ventilated on the Bibby 
system. At the forward end of the saloon deck is the dining 
room, which extends the entire width of the vessel, and is 
framed and paneled in oak. 


234 


FURNACE REPAIRS AT SEA. 


The flattening or collapsing of furnaces in marine boilers 
is, even at the present date, a subject which is invested with a 
degree of uncertainty. There are several reasons advanced in 
order to account for the collapsing of such furnaces, but the 
true causes are not yet made sufficiently clear to entirely pre- 
vent the occurrence of such troubles, even with the ordinary 
amount of careful supervision. A rather interesting ex- 
ample of this class of difficulty recently occurred in the case 
of a furnace whose diameter was 3 feet 8 inches, and length 
6 feet, the steel was 7 inch thick, and the boiler pressure was 
normally 160 pounds per square inch. 

The boiler had been under steam for some time previous to 
the accident, and the furnace in question partially collapsed 
about ten days from the beginning of the voyage. Before 
the voyage, however, the boilers had been under steam for 
some ten or twelve days at the loading port. Owing to ex- 
ceptional conditions, the vessel had to have steam raised and 
the fires banked successively several times in succession. 
This was because the loading of the cargo had to be carried 
out under difficulties; the jetty at which the vessel lay was in 
an open bay, and not in a sheltered harbor, and the vessel had 
therefore to put off to sea whenever the weather became too 
bad for her to remain alongside the jetty from which the 
cargo was being taken. It is probable that this successive 
raising of steam and banking, in the course of loading, had 
some effect in causing the furnace to show weakness and to 
collapse at a later date. 

Among other points, it may be fairly allowed that the con- 
tinued heating and partial cooling of the boilers before actually 
starting on the voyage caused the scale to crack away from 
the tubes, so that it dropped on to the furnace crown, becom- 
ing lodged in the corrugations and thus preventing free con- 
tact of water with the exterior surface of the furnace. The 
fact that the boilers were under banked fires so much of the 
time would also undoubtedly conduce to the evil, as boilers 
have a considerably less active circulation in such cases. This 
would cause steam to cling to the heating surface, in this way 
holding the water away from the metal and rendering the 
furnace liable to overheating. 

Another cause which might have been conducive to, al- 
though it would not be called the prime origin of, the evil, was 
the fact that while the boilers were used in moving the ship 
during loading operations, a considerable amount of water 
was lost at each operation. This water had, of course, to be 
replaced, and the only available source from which such sup- 
plies could be taken at the time was the sea. No marine en- 
gineer cares to put salt water into his boilers, but sometimes 
there is no- alternative. In the case mentioned, the loss was 
minimized as much as possible and the density did not at any 
time during the voyage become excessive. At the time that 
the furnace buckled, and for some days previously, the 
density had remained the same, as no salt water had entered 

; 2, 


the boiler after leaving the port. The density was from 


32 
234 


to , or about 12 to 13 ounces to the gallon. This cannot be 


32 
Y 
considered excessive, as the saturation point is reached at —, 
32 
or 35 ounces to the gallon. 

Blowing down was not resorted to, because, although the 
density could be lowered in that way, certain solids would be 
deposited on the heating surface which could not be expelled 
from the boiler. In this way the trouble would have been ag- 
gravated. The course actually pursued was as follows: When 


International Marine Engineering 


JUNE, 1909. 


the furnace, which was the center and lower furnace in the 
starboard boiler, buckled, that boiler was shut off, fires were 
drawn and the water blown out. The connections were all 
closed and the doors knocked in. As soon as possible the 
boiler was emptied and examined, and it was decided to stay 
the furnace according to the method about to be described. 
The furnaces were also scaled, and a quantity was found in the 
corrugations although there was practically none on the ridges. 
This gives rise to the belief that the scale had fallen from the 
tubes, haying been cracked off by the expansion and contrac- 
tion, due to the raising and banking of fires at the beginning 
of the voyage. 
The furnace was stayed, as shown in the illustration, by 
means of three 34-inch studs passing through the middle of 
2 Fire Bars 
Whitworth Stays _ bolted 


together to make 
[| adouble dog 


& 


SECTION OF CORRUGATED FURNACE 


TEMPORARY REPAIRS TO A COLLAPSED FURNACE. 


the furnace, to which was clamped a double dog, made of two 
ordinary firebars bolted together and laid lengthwise on the 
furnace crown. During the time the boiler was laid off, the 
engines were kept going by the remaining boiler. Although 
the furnaces were scaled and a temporary dog fixed in place 
on the low furnace, the boiler furnace was cleaned, the doors 
replaced, the boiler filled up, the fire lighted and steam raised 
in about 36 or 38 hours. As this time includes that necessary 
for the boiler to cool, and also to raise steam at the end of 
the repair, it may be considered a fairly quick piece of work. 

On arrival at the discharging port, the boilers were both 
laid off and the furnaces put back into circular shape again 
by means of a hydraulic ram. The Whitworth stays, shown 
in the sketch, were renewed by threaded stays 1 inch in di- 
ameter, and instead of the three shown, five were used. This 
port repair was therefore practically a repetition of the one 
made at sea, only accomplished with better materials and 
more facilities. 


A GAS=DRIVEN LAUNCH. 


The accompanying illustrations show the adaptation of a 
producer gas plant to a 4o-foot cabin cruiser built by Mac- 
Laren Bros., of Dumbarton. The boat, which has been named 
the Pioneer, has been built and equipped throughout by the 
same firm, the engine alone being made outside the Sandpoint 
yard. The gas plant is of the suction type, employing anthra- 
cite coal as fuel. A hopper of sufficient capacity for four 
hours’ running is situated immediately over the producer, and 
can be replenished through a hatch in the fore-end deck. The 
producer plant appears to be similar in design and construction 
to those already in use for land purposes. The necessary 
water supply for cooling and scrubbing the gases is obtained 
from the sea, the salt water having proved to be, we are in- 
formed, quite satisfactory for this work. A certain amount 
of fresh water must, however, be carried for supplying the 
vaporizer, and as only a comparatively small quantity is used 
for this purpose, a sufficient supply is provided in the bilge 
tanks of the vessel for thirty-six hours’ continuous running. 
Fuel accommodation is also provided for this period. 

No provision is made with regard to shaking the fire grate 
to prevent clinkering, for, according to the makers, the motion 


JUNE, 1900. 


of the vessel is quite sufficient. Coke is employed as a cleans- 
ing medium in both the wet and dry scrubbers. In the former 
the gas enters at the bottom, meeting a spray of sea water 
from the top. Reaching the upper portion of the wet scrubber 


FIG. 1.—40-FOOT CABIN CRUISER PIONEER. 


the gas is taken to the dry scrubber, through which it passes 
in a downward direction. 

The water spray is found to give ample cooling of the gases, 
and, provided fairly clean coal is used, cleaning of the scrub- 
bers is only necessary at very long intervals. 

The engine fitted (Fig. 2) is a four-cylinder Crossley of 
30 nominal horsepower, but it gives rather more than this 
when running on producer gas. The engine speed is low for 
the type of engine, the maximum being 800 revolutions per 
minute. The compression is very high, being approximately 
120 pounds per square inch, and it is claimed that combustion 
is quite complete. When the engine is cold it is started up on 
petrol (gasoline) and runs on this fuel until the necessary 
quality of the gas can be obtained from the producer. 

The engine is set in a true horizontal plane, and it drives 


International Marine Engineering. 235 


FIG. 3.—FOUR-CYLINDER, 30 HORSEPOWER CROSSLEY ENGINE. 


through a universal joint an inclined propeller shaft, which 
carries a two-bladed reversible propeller. 

A trial run was made recently at which a number of Clyde 
yachtsmen and gas engineers were present. Although the 
weather conditions were most unfavorable, satisfactory runs 
with and against the wind were made, a mean speed of 9 
knots being attained. The cost of running was calculated at 
2¥2d. per hour. We are informed that the engine showed 
a remarkable flexibility on suction gas, and a total absence of 
smoke or smell either in the engine room or at the funnel 
was another feature of the plant. We understand that Mac- 
Laren Bros. are at present negotiating for some large ships 
which are to be fitted with a suction gas producer plant— 
The Engineer. 


\ 


Ss ofa Seat 
Ms Yocker under ~ 


THATS we ute 7 
SS ene Aw HY a Alling Hopper: 


ELEVATION. 


SECTION AT 
FORE END OF ENGINE ROOM 
Looking forward. 


[a POR 
( —— 

a 
0S 81] a 
_——— toe 


AARAA tg 


i 
SS 
= 


J 


x 
=s4 
| Fervent I 


; per |=H0 j i 
| 
| 
LLL 


] Ik Cleaning door 


TIM err 


= GEST Te rresn macer Torn 


ray Asbestos Lined 


SECTIONAL ELEVATION. . SECTION AT ENTRANCE TO CABIN. 


FIG. 2.——GENERAL ARRANGEMENT OF THE CABIN CRUISER PIONEER. 


236 


International Marine Engineering 


JUNE, 1999. 


Published Monthly at 
17 Battery Place New York 


By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 
General Agent for Canada, Nil Asselin, Box 86, St. Roch, Quebec 
City, Canada. 


Branch Philadelphia, Machinery Dept., The Bourse, S. W. ANNESs. 
Offices Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


Notice to Advertisers. 

Changes to be made in copy, or in orders for advertising, must be in 

our hands not later than the 15th of the month, to insure the carrying 

out of such tustructions in the issue of the month following. If proof 

i to be Pee, copy must be in our hands not later than the roth of 
the month. 


A Towing Tank for Research Work. 


Somewhat over a year ago Mr. A. F. Yarrow, vice- 
president of the Institution of Naval Architects, of- 
fered to build an experimental model towing tank, pro- 
vided one of the most modern character could be estab- 
lished for a sum not exceeding £20,000 ($97,330), 
and that it be established at the National Physical 
Laboratory, at Bushy. It was also stipulated in Mr. 
Yarrow’s offer that suitable provision should be made 
both as regards staff and means for conducting re- 
search work, as well as for experimental investigations 
of a confidential character which private firms might 
desire; and, finally, that a sufficient sum be provided 
to insure the tank being efficiently carried on for a 
period of not less than ten years. This proposal was 
submitted to the council of the Institution of Naval 
Architects and gratefully accepted, a committee being 
appointed to take the necessary steps to carry out the 
provisions of Mr. Yarrow’s proposal. 

The first thing done was to make provision for the 
proper maintenance of the tank for ten years. It was 
considered necessary to provide at least £2,000 
($0,733) a year for this purpose, and an appeal was 
made to the leading shipbuilding and ship-owning 
firms for yearly contributions to this fund. As a re- 


waysult, at the time of the 1909 meeting of the Institution 
‘the sum of £1,240 ($6,035) per year had been sub- 
_ scribed, and this was considered a sufficient guarantee 
-. to proceed with the establishment of the tank. 


While it is to be regretted that the entire sum neces- 
sary to insure the maintenance of the tank for ten years 
was not forthcoming at the outset, there is little doubt 
but that before the tank is completed the entire amount 
will have been subscribed. The past year has been one 
of extreme hardship in the shipbuilding industry, and 
funds for any purpose whatever, no matter how 
worthy, have not been easy to secure. Shipbuilders 
are by no means blind to the advantages which would 
accrue not only to themselves individually, but to the 
engineering profession as a whole, by the establishment 
of this tank, and we are confident that the project will 
receive the hearty support it deserves. 


Standardizing Shipbuilding Materials. 

During the past eight years a great undertaking has 
been in progress, the size and scope of which has not 
been generally recognized except by those who were 
immediately engaged in the work. This work has in- 
cluded the standardization of the size and shape of 
structural materials and the standardization of tests for 
such material. It was first proposed by the British 
Iron Trade Association in 1900, and in 1901 a commit- 
tee was appointed, consisting of representatives of the 
Institution of Civil Engineers, the Institution of Me- 
chanical Engineers, the Iron and Steel Institute and the 
Institution of Naval Architects, to carry out this work. 
Out of this small representative committee, which 
ultimately became known as the Main Committee on 
Engineering Standards, has grown an organization em- 
bracing thirty-nine various sectional committees and 
sub-committees, with a total membership of approxi- 
mately three hundred. Before arriving at any stand- 
ard, it was first necessary to obtain from the steel 
makers, merchants, shipbuilders and engineers, and 
from representatives of various classification societies, 
evidence regarding the necessity and desirability of re- 
taining various structural shapes then in use; and it 
was found that radically different sections would be 
necessary for shipbuilding work, for bridge and build- 
ing construction, and for railway rolling stock. Com- 
mittees were, therefore, appointed to deal with each 
of these classes of material and to so relate the three 
classes that a joint list could be obtained if possible. 
The committee which had in charge the standardizing 
of sectional material for shipbuilding work included 
representatives of the British Admiralty, the Board of 
Trade, Lloyds, the Bureau Veritas and the Steel 
Makers’ Association, together with representatives of 
steel merchants, shipbuilders, etc. It would be impos- 
sible to give all the details of the vast amount of work 
involved in arriving at a standard; but obviously the 
need for it was very great, as not only was there a wide 


JUNE, 1909. 


variation in the profiles of similar sections made by the 
same concerns, but also between professedly similar 
sections made by different firms. The sections varied 
both as regards the radii at the roots and corners and 
also in the proportions of thickness to dimensions. 

Some of the more important decisions made by the 

committee are as follows: it was decided to depart from 
the practice of tapering the flanges of angle bars and 
adopt parallel flanges. The thicknesses at which prac- 
tically correct profiles could be obtained and the range 
of thickness for each size were specified, and the radii 
at root and toe were also standardized. Lloyd’s sketches 
for bulb tees, plates and angles were practically adopted, 
except that it was decided that the standard web should 
be of the least thickness in proportion to its depth 
which was consistent with ease in roiling. It was 
found that the development of channel sections had 
proceeded entirely in the wrong direction, as it had 
been customary to keep the flanges at a constant thick- 
ness and vary the weight and strength of the bar by 
adding thickness to the back of the web. In the new 
standard section the webs are all 2-20 inch less in 
thickness than the flanges. Zee bars were dealt with 
in much the same way; but the standardizing of tee 
sections was left to the bridge committee, as this is a 
shape seldom used in shipbuilding. 
_ All this work was simply preliminary, leading up to 
the important point of deciding how many sections 
should be standardized, a result which could only be 
obtained by compromise. It was natural that the steel 
makers should desire to work with the fewest number 
of sections possible, while, on the other hand, ship- 
builders and classification societies wished to have the 
very fullest range which could be obtained. The final 
decision arrived at by the committees for shipbuilding, 
bridge sections and railway rolling stock material re- 
sulted in the following number of standard sizes: 
Equal angles, 16; unequal angles, 30; bulb angles, 20; 
bulb tees, 6; bulb plates, 7; zee bars, 8; channels, 27; 
beams, 30; tee bars, 22. The profiles are stated in 
inches and fractions of inches for the flanges and 
webs, and in decimals for the thickness. 

The standardizing of tests and test pieces was the 
second important work undertaken, and having ac- 
complished this the committee then took up the ques- 
tion of breaking stresses and elongations, and these 
figures, while essentially compromises, were made as 
fairly as possible, taking account of various interests 
affected. On the whole, this has been a stupendous 
piece of work, and one which reflects great credit on 
those who have had it in charge, and who, for the most 
part, have done their work faithfully and well without 
any remuneration whatever. 


Scout Cruiser Trials. 

As yet, very little information has been made pub- 
lic regarding the results of the recent competitive trials 
of the United States scout cruisers Salem, Birming- 
ham and Chester. The trials were disappointing, in 


International Marine Engineering 


237 


that accidents to both the Birmingham and Salem 
marred their performance. The injury to the Salem 
was caused by some foreign substance becoming lodged © 
in the starboard turbine and damaging the blading of 
the fifth stage. As this, of course, had a decided 
effect upon the speed and power of the ship, it has 
been decided to give the Salem another set of trials as 
soon as the damaged turbine has been repaired. De- 
tails of the accident to the Birmingham have not been 
made public, but it is reported to Lave been due to a 
rupture in the main steam line. This accident occurred 
on the full-speed trial, which the vessel was forced to 
discontinue after twelve hours. 

The preliminary report just given out by the Navy 
Department covering the steam and coal consumption 
of the three vessels during the four series of tests 
is as follows: For the first test, which was 
at 10 knots speed for ninety-six hours, the feed-water 
consumption in tons per day was as follows: Birming- 
ham, 10.55; Chester, 10.97; Salem, 11.66. The coal 
consumption for this test in tons per day was: Birming- 
ham, 31.74; Chester, 40.44; Salem, 53.85. The :sec- 
ond test was at 15 knots speed for fifty hours, with the 
following results: Feed-water, tons per day, Birm- 
ingham, 13.9; Chester, 13.2; Salem, 12.12; coal con- 
sumption, tons per day, Birmingham, 71.23; Chester, 
$5.62; Salem, 107.23. The third test was at 20 knots 
speed for ninety-eight hours, with the following re- 
sults: Feed-water, tons per day, Birmingham, 206.1; 
Chester, 16.8; Salem, 17.51; coal consumption, tons 
per day, Birmingham, 153.47; Chester, 157.15; Salem, 
202.03. The fourth test was at maximum speed for 
twenty-four hours. The consumption of feed-water 
in tons per day was for the Birmingham, 120.4; the 
Chester, 27; the Salem, 45.625. The coal consumption 
for this latter test was not given, but unofficial reports 
credit the Chester with 417 and the Salem with 415 
tons per day. The speed of the Chester on this test 
was 25.08 knots, and that of the Salem, 24.54. The 
Birmingham discontinued the test after twelve hours, 
and her speed and coal consumption are not given. 

Comparing these figures with those obtained on the 
preliminary acceptance trials, we find that in the case 
of the two turbine-driven ships the coal consumption 
was noticeably higher in the competitive tests than in 
the acceptance trials, while in the case of the Birming- 
ham it was about the same; and whereas both turbine 
ships showed greater economy in coal consumption 
than the Birmingham on the acceptance trials, the 
Birmingham proved most economical on the com- 
petitive trials. Also, on the acceptance trials the 
steam and coal consumption of both the turbine-driven 
ships were practically the same, whereas on the com- 
petitive trials the Chester (Parsons turbines) showed 
greater economy in both respects than the Salem 
(Curtis turbines). A fair comparison cannot be made, 
however, until the Salem has repeated her trials. This 
ship is undoubtedly capable of a better perform- 
ance. 


238 


GEORGE WALLACE MELVILLE.* 


Too often the pathway to greatness and fame is marked by 
the wreckage of competitors, and, even, friends, who have been 
ruthlessly thrust aside in the egoism of selfish ambition. Thus 
there may be a grudging admission of ability, but there is no 
love, no true admiration. When, on the other hand, the hero 
has always been the helper and friend of his companions, 
when he has cheerfully acknowledged their aid to his success, 
then every member of the profession feels that the talent of 
the helper is reflected on the whole body, and they love the 
man while they rejoice in his reputation. 

George Wallace Melville is such a man. He has been one 
of the famous men of engineering so long that we find it hard 
to remember a time when his name was not synonymous, as 
it is now, with all that represents progress and achievement 
in our profession. Yet this reputation, as we can now see it, 
on looking back over his life, seems to have been inevitable 
from the beginning. 

The chief characteristics which have made him great are, 
in my judgment, indomitable courage and unbounding honesty. 
It is possible for a man to have great mental ability and yet 
fail of true greatness if he lack these essentials. 

Admiral Melville’s Arctic record, which first brought him 
an honest reputation, where he displayed a heroic courage 
which has never been surpassed, and for which Congress ad- 
vanced him a grade in the navy, is well known. This, how- 
ever, was only a repetition of other instances of absolute fear- 
lessness, beginning with his earliest days in the service. When 
he became engineer-in-chief, the same courage, but rather 
on the moral than the physical side, was shown. Beginning 
with his first annual report, he spoke out fearlessly, setting 
forth the truth as he saw it, and striving always for advance- 
ment and efficiency. Complaint was made to President Cleve- 
land of the plain speech in this first report, but that strong 
man read it himself and said, ““We want more such men.” 

His courage professionally is also remarkable, and it is not 
the recklessness of the gambler who will take great risks for a 
big stake, but the cool, matured determination of the thinker, 
who has weighed all the chances and believes he is right. 
Along with this is a faculty which, I believe, is a characteristic 
of all great men, that, having made his decision, de does not 
worry about the result. Able men of minor rank are always 
fearful that something may go wrong and their reputation be 
injured. The really big man who does things will make some 
mistakes, but he is strong enough not to dread them. A 
notable instance of this kind in Melville’s career was his use 
of triple screws for the Columbia and Minneapolis. Some of 
his friends, for whose professional opinion he had the highest 
regard, urged him not to make the experiments, but he had 
studied the problem carefully, was satisfied of the correct- 
ness of the solution, and persevered. The result was, perhaps, 
the greatest triumph of his professional career. 

His ability as an executive was of a very high order. The 
features of deciding a case and then refraining from worry are 
evidence of this. He had a rare talent for choosing able assist- 
ants, and, having proved them, he left in their hands all of 
the detail work, thereby giving himself time for the careful 
study of the larger problems. The effect of this was very 
marked in stimulating the entire staff to highest efficiency and 
zeal, and every man counted it a pleasure to work, without 
regard to hours, for the credit of the “Chief” and the glory 
of the service. 

With respect to his professional work, it is notable that his 


* Abstract of an address by Walter M. McFarland at the presentation 
Gee portrait of Admiral Melville to the National Gallery, Washington, 
ay, l I 


International Marine Engineering 


JUNE, 1909. 


career as engineer-in-chief is the longest on record—sixteen 
years. I think this is perhaps the longest service of any 
bureau chief in the history of the Navy Department. During 
this time he was responsible for new designs of machinery for 
about 120 vessels of all classes, twenty-four being battle- 
ships and forty-one armored vessels of all kinds. The aggre- 
gate horsepower was close to a million and a quarter. Best 
of all, there were no “lame-ducks” and no failures. 

He was the first to use watertube boilers in large war 
vessels, and when he made one installation he had the courage 
to resist the temptation for notoriety which would have come 
from using them generally. He preferred to wait for ex- 
perience. A famous engineer abroad started later, but went in 
on a large scale, with much subsequent regret. When the trial 
period was over, Melville adopted them generally. There was 
a great temptation when forced draft was adopted to cut 
boiler weights too low. This was done in one foreign navy 
with disastrous results. Melville was progressive but con- 
servative, and had no boiler troubles. He was the first to 
determine the actual coal consumption on trials, with results 
that were startling to those who had been guessing and pro- 
jecting the steaming endurance on the guesses. He was also 
the first to use the method of determining trial speeds, known 
as “standardizing the screws,’ which is the simplest, most 
accurate, fairest to contractor as well as government, and the 
least expensive. 

It is to him also that we owe our first high-speed battleship. 
When in 1808 the proposals for the Maine, Missouri and Olio 
were being prepared, he stood alone in his demand for 18-knot 
ships. There was some casual opposition and much indiffer- 
ence. If he had not persisted these three ships would have 
been copies of those designed two years before, and we should 
have been, for three years longer, behind the other navies of 
the world in battleship speeds. 

During the war with Spain he brought out the repair ship 
and the distilling ship. The idea of the former was not new, 
but the Vulcan was far the most complete vessel of the kind 
equipped up to that time. The latter was to furnish fresh- 
feed water for the boilers, and enable a vessel with a storage 
bunker capacity of 3,000 tons to supply 60,000 tons of water, 
the equivalent of about ten ordinary tank ships. 

The experimental work carried out under his direction 
would’require a book to give any detailed idea of its magni- 
tude and results, but it must be mentioned that it was all 
published in his annual reports, so that the profession could 
have the benefit of it. Almost the last interesting experiments 
during his administration were an elaborate series of tests of 
oil fuel, probably the most comprehensive ever made. 

My brief sketch of this famous man would be incomplete if 
I failed to speak of his personality. The lion-like head and 
the frank speech have led some to say that he is one of the 
old Vikings spared to us a thousand years after the others 
have gone. But if this leads any to think that he is harsh and 
cold there could be no greater mistake. Like all strong 
natures, he is pronounced in his feelings, but he is a man of 
warm affection, and when he has once taken you into his heart 
you are sure of an abiding place there as long as you are 
worthy. It is often said that no man is great to his intimates, 
but I have been with him, day by day, for years; have seen 
him under all conditions, and my admiration and love for him 
have steadily increased as the years go by. I have no ambition 
to be a Boswell, and I have not kept notes of his doings; but 
I have seen the daily workings of a great, kind heart, tender 
for the humble yet fearless toward the great; and I can 
truly say that I count it a privilege and an inspiration to have 
been a trusted friend and helper of this noble man, who has 
exemplified the highest type of manhood and added new lustre 
to the profession of engineering. 


International Marine Engineering 


REAR ADMIRAL GEORGE WALLACE MELVILLE. 


(From a painting by Sigismond de Ivanowski, presented to the National Gallery, Washington, D. C.) 


240 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 


Tons. Knots. Apr. 1, May 1. 
‘ 90. 


S. Carolina... 16,000 18% Wm. Cramp & Sons......... 86.9 0.0 
Michigan ... 16,000 18% New York Shipbuilding Co... 95.2 97.4 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 73.0 77.9 
North Dakota 20,000 21 Fore River Shipbuilding Co... 77.9 81.5 
Florida |... 20,000 2034 Navy Yard, New York....... 8.4 11.9 
Utah ....... 20,000 2034 New York Shipbuilding Co... 10.8 14.9 
TORPEDO-BOAT DESTROYERS. 
Smithiey er 700 28 Wm. Cramp & Sons......... 14 81.6 
Lamson .... 700 28 Wim. (Cranip cs Sons eer: 09.4 75.7 
Preston .... 700 28 New York Shipbuilding Co... 64.1 70.7 
Flusser ..... 700 28 3ath Iron Works.....:....-. 63.2 68.7 
ReidWereretecet 700 28 Bath Iron Works............ 63.0 67.8 
Paulding, .:. 742 29% Bath Iron Works............ 7.0 9.8 
Drayton .... 742 29% Bath Iron Works............ 7.0 9.7 
IX oo006000 742 2914 Newp’t News Shipbuilding Co. 29.5 38.6 
ANSAAP oosoc} 742 2914 Newp’t News Shipbuilding Co. 27.4 33.7 
Perkins .... 742 2914 Fore River Shipbuilding Co... 15.7 22.0 
Stenrett/ 7... 742 29%4 Fore River Shipbuilding Co... 15.7 22.0 
MicCalliersacr 742 2914 New York Shipbuilding Co... 10.5 11.7 
Burrows .... 742 2914 New York Shipbuilding Co... 10.0 11.3 
Warrington.. 742 2914 Wm. Cramp & Sons......... 12.4 16.0 
Mayrant .... 742 2914 Wm. Cramp & Sons......... 12.2 16.1 
SUBMARINE TORPEDO BOATS. 
Stingray .... ocd Fore River Shipbuilding Co.. 82.0 89.8 
pharponweeeee 5 Fore River Shipbuilding Co.. 81.7 89.7 
Bonita mere Fore River Shipbuilding Co.. 76.7 81.4 
Snapper .... Fore River Shipbuilding Co.. 76.3 80.4 
Narwhal ... Fore River Shipbuilding Co.. 84.2 89.7 
‘Grayling ... Fore River Shipbuilding Co.. 77.8 84.6 
Salmon .... Fore River Shipbuilding Co.. 66.6 75.3 
SEE coccooc Newp’t News Shipbuilding Co. 8.8 12.7 


ENGINEERING SPECIALTIES. 


The Boltless Improved Boiler Furnace Front. 

A new patent boltless furnace front has recently been fitted 
to the boilers of some of the largest steamships in the North 
Atlantic service, notably the Adriatic, Baltic, Oceanic and 
Laurentic. In these furnace fronts the front plate, door 
frame and flame plates can be assembled in place without 
tools of any kind. This simplicity of arrangement makes it 
possible for a laborer or fireman to take down or erect any of 


few munutes. 


The front plate is divided 


the parts in a 
vertically, and avoids the use of bolts. This construction re- 
moves the liability to failure due to unequal expansion and 
contraction, as it leaves the front free to expand or contract 
as the temperature changes. No alteration of the existing 
arrangements is necessary to apply these frames and doors, 
as they can be fitted to the ordinary boiler fronts. These 
furnace fronts, which are suitable for both natural draft and 


International Marine Engineering 


JUNE, 1900. 


forced draft in closed stokeholds, are manufactured by the 
“Economical” Forced Draught & Engineering Company, Ltd., 
5 Castle street, Liverpool. 


The Koerting Multi-Jet Eductor Condenser. 

Due to the fact that steam turbines operate more economic- 
ally when running with high vacua, and also to the fact that 
the sizes and, consequently, the load factors, of power plants 
have increased to such an extent that a much larger propor- 
tional capital outlay is justified for the auxiliary machinery, 
more efficient condensing apparatus is necessary than was 
formerly the case with reciprocating engines, small power 
plants and small load factors.. To meet this demand the 
Schutte & Koerting Company, Philadelphia, Pa., have placed 
on the market a multi-jet eductor condenser for installations 
of 500 horsepower and upwards. This condenser embodies the 
essential features of the Koerting single-jet eductor con- 
denser, which has been largely used for many years in plants 
ranging in size up to 500 horsepower. The multi-jet con- 
denser consists, as shown in the illustration, of a number of 
converging condensing jets, meeting and forming a single jet 
in the lower part of the condensing tube. The tube is cast in 
one piece, and consists of a series of concentric nozzles of 


gradually diminishing power. The steam flows through the 
annular passages between the nozzles which guide it, so that 1t 
impinges at suitable angles on the condensing jet. The steam, 
which strikes the condensing jet at high velocity, is condensed, 
and the particles of water into which it is converted, having 
the kinetic energy due to the steam velocity, go into the jet 
and contribute to the momentum needed to discharge this, 
together with the entrained air and non-condensible gases, 


JUNE, 1909. 


against the resistance of the atmosphere. The condensing 
tube in vertical section is an inverted cone. In the upper part 
of the tube the steam is in contact with the coldest water, and 
condensation is keenest, so that a greater weight of steam is 
condensed per unit of area of contact than is the case in the 
lower part of the tube, where the water is hotter. Due to 
the conical shape of the tube, the sectional area of the steam 
passages increases ‘from the bottom upwards, thus securing 
that the sectional area of the ports is proportional to the 
volume of steam they have to pass. Owing to this the steam 
velocity is nearly constant from the top to the bottom of the 
tube, and the drop of vacuum between the interior of the tube 
and the exhaust chamber can be reduced to a minimum. There 
must, necessarily, be a higher absolute pressure, or, in other 
words, lower vacua in the exhaust chamber than in the interior 
of the tube, as, otherwise, there would be no flow of steam 
through the ports to the condensing watertubes. 

A drop of vacuum equal to % inch mercury column, it is 
claimed, suffices, maintaining 28 inches mercury vacuum, and 
the actual working vacuum obtained is, therefore, only ™% 
inch lower than the highest theoretical vacuum, as determined 
by the discharge temperature and corresponding vaporizing 
point of the condensing water. It is claimed that with this 
condenser the ratios of water to weight of steam condensed 
are, for equal vacua, practically the same as are required for 
surface condensers. To secure satisfactory working under all 
conditions of load variation on turbines or engines to which 
they are attached, it is only necessary to supply the water to 
the condensers at a pressure at the level of the water inlet 
flanges equal to 21 feet water column, or, say, 9 pounds per 
square inch. When, as is usually the case, there is no gravita- 
tion supply of water available, it is necessary to use a circu- 
lating pump, and, if a motor or belt-driven centrifugal pump 
be used, the water may be delivered direct into the condensers, 
or, what is preferable, it may be pumped up into a standpipe 
to get rid of the air, more or less of which is always contained 
in the water, and which would naturally influence the vacuum 
considerably. 

From this description it is obvious that the condenser re- 
quires no air pumps, has no moving parts, and, consequently, 
no wear and tear. It is also claimed that it is very simple to 
operate and requires little space. 


The Lunkenheimer Non=Return Boiler Stop Valve. 

When several boilers are connected to a common header, 
it is evident that if a tube is blown out or a fitting ruptured, 
the steam from the battery of boilers will rush into the header 


and discharge through the boiler which is disabled. The dif- 
ficulty of closing a stop valve in the event of such an acci- 
dent is apparent. The Lunkenheimer Company, Cincinnati, 
Ohio, has designed a non-return boiler stop valve which is 


International Marine Engineering 241 


i 


claimed to entirely overccme t:i1s darzer. This valve is in- 
tended to be placed between the boiler and header. It pre- 
vents steam being turned into it when it has been cut out for 


- cleaning or repairs, for the reason that the valve cannot be 


opened by hand. It can, however, be closed by hand the same 
as any other stop valve. 

The company states that these non-return valves are made 
only of the best materials, and that the areas are unusually 
large and free. The internal dashpot and piston prevent chat- 
tering of the disc. All wearing parts are made of bronze, and 
the gland and stuffing box are bronze bushed. For use with 
superheated steam these valves are made of puddled semi-steel, 
with nickel trimmings and nickel-steel stems. The valves are 
made in sizes from 4 to Io inches, inclusive, and can be fur- 
nished with screw or flange ends. 


A Feed=Water Grease Extractor. 

The illustration shows a new feed-water grease extractor, 
manufactured by the American Steam Gauge & Valve Manu- 
facturing Company, Boston, Mass. Two valves forming the 
inlet and discharge from the extractor, when seated as shown 
in the drawing, force the water into the shell of the extractor 
through the cartridges, and, in this manner, the grease is ex- 
tracted. When the valves are seated on the lower seat, they 
form a by-pass, so that the shell of the extractor can be opened, 
the cartridges taken out, and either replaced with an extra set 


\ = 
~\ GE 


4g SECTION 


| ~Pressure Gauge 


12-34" Tap 
Bolts on 
11% Circle 
ZX 
est} aSSSsss Qi 
eBS 28252225 |b\ 
Jsueeecec]3)) 
Senesees Seo | 
SWeSSSS5B | 
Beassseses | 


2 ft, 437 


or cleaned and put back. The ratio of the openings in the 
cartridges to the inlet of the extractor is 48 to 1. The car- 
tridges are held firmly in place by seating in the base, and by 
plate and spring washers at the top. The pressure gages are 
applied to both the main chamber and base, so as to note the 
difference in pressure and tell when the pressure in the main 
casing is increased, due to the restricted flow of the water by 
the covering of the cartridges becoming filled with grease. 
Provision is also made in the base to connect a 14-inch steam 
pipe, driving steam into the inside of the cartridges, and in 
this manner cleaning them, so as not to necessitate taking the 
cartridges out as often as would otherwise be necessary. The 
shell of the extractor is small and the cartridges are triangular, 


The Bergesen Automatic Steering Engine. 

Most steering engines are so constructed that when the 
rudder is moved only 2 or 3 inches the steering engine makes 
from ten to fifteen revolutions, and each of the cylinders is 
filled with high-pressure steam from ten to twenty times. This 
involves, of course, a great number of rapidly-moving parts, 
requiring constant readjustment, careful oiling and skilled at- 
tention. 

A new steering engine has recently been placed on the 


242 


International Marine Engineering - 


JUNE, 1909. 


market, known as the Bergesen direct automatic steering 
engine, manufactured by the Bergesen Manufacturing Com- 
pany, 74 Broadway, New York, in which for a corresponding 
movement of the rudder the piston moves only from ¥% to I 
inch from its middle position, and only sufficient steam at low 
pressure is admitted on one side of the piston to secure the 
small amount of movement in the piston and rudder, conse- 
quently the engine performs its work noiselessly. It is also 
‘claimed that putting the rudder hard over to either side while 
the ship is under full headway is performed noiselessly. 

The piston and piston rod of the engine are of one piece of 
steel, being about eight times the strength of the old ‘con- 
struction of securing pistons to piston rods. There are no 
eccentric rods, eccentrics or sliding valve stems. One oscillat- 
ing valve stem and valve controls all the movements of the 
engine. A special style of piston packing is used, which, it is 
claimed, takes up its own wear and lasts for a very long time. 
It is also claimed that the valve in the Bergesen engine takes 


up its own wear, as the pressure on the valve holds it on its 
two seats, so that it remains steam-tight. No gaskets or joint 
material are used in assembling the engine, consequently there 
are no joints to blow out or renew. There is not a single bolt, 
nut or washer of any sort in the cylinder, piston or steam 
chest. The joints are all carefully made by scraping and 
grinding to a steam-tight fit, metallic packing being used on 
the piston and valve-stem rods. The limits of oscillation of 
the valve-stem lever are adjustable, so as to control the move- 
ment of the rudder and stop it just before it arrives at the 
hard-over point on either side. The movement of the rudder 
is the same as that of the lever on the valve stem or from 
zero to 45 degrees on either side, so that if a lever is used in 
the pilot house, or on the bridge in place of a wheel, the posi- 
tion of the lever indicates the position of the rudder. Trans- 
mission from the bridge or pilot-house to the valve and engine 
can be made through shafts and gears, ropes, chains or rods 
and bell cranks. 

This steering engine is suitable for use on all types of ves- 
sels, from the largest ocean liners and warships down to the 
smallest river steamers, yachts, tugs, motor boats and launches. 


The Foster Excess Pump Governor. 
This pump governor was fully described on page 199 of our 
May issue, but, due to a mistake, for which we were in no 


List of Parts. Discharge trom 
Purnyp. 
Thuirnble 


Thirnble Nu 

Atit’-pu/sation Bushing FEY) Fel 

i p Ports 
Yapliras =a 

Si Le ea | “\ J 

Litfereritial Washer | Passages. 

Lower lhaplragr7 ) Aurthary Vabve 


Auxthary Valve aT j 
Aurtary Vabe Soring— ff 
Auriiary Valve Casiiig— 


Sea, 


cgi 


f  for7 


Packing HevanerS___|i 

Gaskers eS 

Auxtary Valve Flag ce 

LIS1O17 & | POI. 
Liston Packing Migs —Lywaliciiy 
liam balve [8 \_ a Por?s. 


S1CQIT7 
Tron Dosrler 


Slot tor 
Hegrirniain 
FATENTEO SAN 13/909 


Vlan lawe Spring 
Bottom Plug 


way responsible, the manufacturers, the Foster Engineering 
Company, of Newark, N. J., sent us an engraving showing a 
sectional view of their class U pressure regulator, which was 
used as an illustration of the pump governor. We publish 
herewith a sectional view of the excess pump governor; for 
details of which see page 199 of our May issue. 


TECHNICAL PUBLICATIONS. 


_ The Engineering Index Annual for 1908. Size, 6% by 9 
inches. Pages, 437. New York and London, 1909: The Engi- 
neering Magazine. Price, $2. 


From the years 1884 to 1891, The Engineering Index was 
published by the Association of Engineering Societies, under 
the direction of Professor J. B. Johnson. From 1892 to 18095, 
the Index was edited by the Association of Engineering So- 
cieties, under the direction of Professor Johnson and pub- 
lished by The Engineering Magazine. Since 1896 the book 
has been both edited and published by The Engineering Maga- 
gine. The present work comprises the seventh volume, and 
includes classified lists of the most important articles pub- 
lished in the technical press during the year. Each article is 
briefly described, and information is given regarding the issue 
of the publication in which it appeared. In the 1908 volume, 
8,248 articles are indexed, exclusive of cross-references, as 
compared with 7,848 in the 1907 volume. This gain in range 
has been obtained without material increase in the size of the 
book, as more careful attention has been given to conciseness 
in writing the descriptive legends. 

Resistance and Propulsion of Ships. By Prof. William F. 
Durand. Size, 6 by 9 inches. Pages, 427. Figures, 109. New 
York, 1909: John Wiley & Sons. Price, $5. 

This is the second edition of a book which, for the past ten 
years, has been one of the standard treatises on the subject 
of resistance and propulsion of ships. The scope and con- 
tents of this book are so well known by marine engineers and 
naval architects that little need be said regarding the general 
treatment of the subject. It is inevitable that progress should 
be made during the course of time on any subject in which 
there is opportunity for such extended research, as is the case 


JUNE, 1909. 


with the resistance and propulsion of ships. Development is 
bound to come also, from the further fact that the increased 
number of ships built furnishes additional data to the de- 
signer and engineer. Since the first edition was published, 
the chief contributions to the material available for the dis- 
cussion of this subject have consisted chiefly of results of 
various experimental researches, the most important of these 
relating to the screw propeller. In the present volume, ref- 
erence has been made to some of the more important recent 
contributions to general theory, although no attempt has been 
made to change the general character of the theoretical and 
descriptive treatment of the subject. An effort has also been 
made to summarize some of the more important researches 
which have been the results of experience, and this has been 
included. The book has not been increased in size, since the 
additional matter has simply taken the place of other matter 
of relatively minor importance which has been omitted. 


Flag Sheet. Size, 35 by 32% inches. Illustrations, over 400. 
Liverpool Journal of Commerce. Liverpool, 1909. Price, 
paper, 1s; framed and varnished, 2/6; framed and glazed, 3/6. 


The “Flag Sheet”? comprises over 400 illustrations of the 
various types of flags at present in use, and includes excellent 
pictures of the various ship companies’ flags, international 
code flags, and the flags of sailing vessels, government boats 
and those in the international mercantile service. The chart 
constitutes a very fine permanent reference to all the insignia 
which are met on the high seas. 


Tables of Properties of Steam and Other Vapors and 
Temperature Entropy Table. By Prof. Cecil H. Peabody. 
Size, 534 by 9 inches. Pages, 133. New York, 1909: John 
Wiley & Sons. Price, $1 (4/6). 


The properties of steam have recently been redetermined by 
new and refined methods that are capable of great certainty 
and precision, so that computations based upon them show a 
satisfactory concordance. These tables, which were first pub- 
lished twenty years ago, and reyised in 1907, have, therefore, 
been recomputed, basing the computations upon this infor- 
mation. The book includes tables of the properties of steam, 
and a temperature entropy table, giving solutions of all the 
adiabatic problems, both for saturated and for superheated 
steam. The methods of computation are explained in the in- 
troduction, and the steam tables are followed by tables of 
Naperian and common logarithms. 


Internal Combustion Engines. By H. E. Wimperis. Size, 
5% by 8% inches. Pages, 326. Figures, 114. New York, 
1909: D., Van Nostrand Company. Price, $3 net. 

Text-books dealing exclusively with the subject of the in- 
ternal combustion engine are, by no means, as plentiful as 
those dealing with the steam engine, yet the growing im- 
portance of the internal combustion engine obviously creates a 
need for such books. The development of the internal com- 
bustion engine has been so rapid that the subject now demands 
individual and exclusive attention. This book is divided into 
three sections, the first dealing with the theory, and includ- 
ing chapters on the thermodynamic cycles, combustion and 
expansion and thermodynamics. The second section takes up 
gas engines and gas producers, the first chapter treating of 
the engine, the second of the producer, and the third of blast 
furnace and coke-oven gases. Section three is devoted to the 
oil and petrol (gasoline) engines, and includes two chapters, 
the first describing various types of engines and their method 
of working, and the second petrol (gasoline) engine efficiency 
and rating. To the marine.engineer the portion of the book 
dealing with gas engines and gas producers will undoubtedly 
be of most interest; for it is only by the use of producer gas 
that large installations of gas engines can be made on board 
ship, the cost of fuel with oil and petrol (gasoline) engines 
being prohibitive, except for small installations, such as are 
used in motor boats. 


International Marine Engineering 


243 


COMMUNICATIONS. 


Regarding the Indomitable. 
Editor INTERNATIONAL MARINE ENGINEERING: 


With reference to some statements made in regard to the 
Indomitable on page 6 in your January issue, permit me to 
state that: 

1. The speed of this ship is as great as it has ever been. 

2. The turbines are in perfect order and have not been 
touched by any dockyard since acceptance. ; 
CHATHAM, April, 1909. H. Kine Hatt, 
Captain, H. M. S. Indomitable. 


Explosion on Board the Foca. 
Editor INTERNATIONAL MARINE ENGINEERING: 


Following is a brief account of the sad accident which oc- 
curred on board the Italian submarine torpedo boat Foca, de- 
scribed on page 109 of your March, 1909, issue. 

The Foca was taking on a supply of petrol (gasoline) in 
the inner side of the military harbor of Naples on a very hot 
day, when there was no breeze, and, consequently, the atmos- 
phere was absolutely still. Under these circumstances a cer- 
tain quantity of the gases from the petrol (gasoline), which 
are heavier than the air, entered the light superstructure, which 
is set above the resistant hull of the boat, and which forms the 
deck. Unfortunately this danger had not been foreseen, and 
no means had been provided to secure the proper ventilation 
of the superstructure. A spark or some other form of igni- 
tion caused the explosion which destroyed the light super- 
structure, where all hands were collected, but the resistant 
hull and the inside of the boat were left absolutely unharmed. 
The tanks of benzine were found to be completely filled after 
the explosion, and the machinery, etc., was in complete order. 

“RB” 


PERSONAL. 


LIEUTENANT COMMANDER HutcH I. Cone has recently been 
appointed Chief of the Bureau of Steam Engineering of the 
United States Navy, with the rank of Rear Admiral. Lieu- 
tenant Commander Cone was chief engineer of the battleship 
fleet during its cruise around the world. 


NatHAN Pratt Towne, chief engineer of the William 
Cramp Ship & Engine Building Company, Philadelphia, Pa., 
and formerly an engineer in the United States Navy, died 
April 23, aged 65 years. Since 1893 he designed and superin- 
tended the construction of the engines of nearly all the bat- 
tleships, cruisers and large vessels built at the Cramp ship- 
yard. 


ALEXANDER Miter, head of the firm of Alexander Miller & 
Brothers, of Jersey City, N. J., died at his home in that city 
May 6. Mr. Miller was born in Aberdeen 65 years ago, and 
came to America at an early age. His first engineering ex- 
perience was with the old Delamater Iron Works of Jersey 
City. Later he was connected with the Deeley Iron Works. 


Sir Donatp Currier, head of the shipowning firm of Donald 
Currie & Company, died April 13. When a young man he was 
connected with the Cunard Line, working in Havre and Liver- 
pool. He founded the original Castle Line, running between 
Great Britain and India, and later he established the Castle 
Line to South Africa, which, since merging with the Union 
Line, now has a fleet of more than fifty vessels, aggregating 
about 325,000 tons. Sir Donald was knighted in 1881, and was 
a member of Parliament from 1880 to 1890. 


244 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 


DC: 


912,291. 
N. J. d 

Claim 2.—The combination with a propelling member of a log, of a 
flexible shaft, an electric generator, means for steadying the speed of 
the rotating generator including a torsional shaft, a plurality of indi- 
cators and conductors from the generator to said plurality of indicators. 
Four claims. 

913,372. MEANS FOR SIGNALING OR EFFECTING OPER- 
ATIONS BY MEANS OF SOUND VIBRATIONS. JOHN GARD- 
NER, OF KNOTT END, NEAR FLEETWOOD. A ae 

Claim 2.—Sound signaling apparatus comprising in combination a 
sound-receiving transmitter, a telephonic receiver in circuit therewith, a 
tunable diaphragm therefor, microphonic contacts upon and operable 
by said diaphragm and in a normally closed electric circuit, a device 
-included in said circuit and having a movable part which moves when 
the contacts are vibrated and the current is consequently reduced, a 
local electric circuit, and a signaling instrument contained in said local 
circuit, such local circuit being controlled by the said movable part to 
affect the signaling instrument upon and during the persistence of the 
microphonic vibrations. Five claims. 

918,457. OAR-LOCK. CHARLES BESTMAN, OF FRIDAY HAR- 
BOR, WASH. ; : ; 

Claim 1.—In a device, a keeper having a constricted opening, an oar 
lock consisting of a yoke and a tapered stem for engaging the keeper 


ELECTRIC LOG. JOHN H. CUNTZ, OF HOBOKEN, 


having oppositely arranged longitudinal grooves, and spring members in 
the grooves provided with off-set portions for engaging the constricted 
opening. Two claims. 

913,617. RING BUOY. HERMAN F. BUSCH, OF MILLVALE, 
PA., ASSIGNOR TO ARMSTRONG CORK COMPANY, OF PITTS- 
BURG, PA., A CORPORATION OF PENNSYLVANIA, | 

Claim 1.—A ring buoy comprising an annular-body portion of un- 
covered buoyant material, a peripheral metallic band surrounding the 
body portion and a plurality of transversely encircling bands. Four 
claims. 

913,951. PROPELLER. FRED. J. GOWING, OF SACKET HAR- 
BOR, N. Y., ASSIGNOR OF ONE-HALF TO JEROME B. ROSE- 
BOOM, OF NOGALES, ARIZONA TERRITORY. 

Claim.—A two-blade propeller, comprising a central hub, and a pair 
of oppositely disposed concaved blades, the said blades having a long, 
straight cutting edge extending at right angles to and flush or in the 
same plane with one end of said hub, and having a width greater than 
the length of said hub for a distance equal to the length of said cutting 
edges, the concavity of said blades gradually increasing from at or near 
ae tips thereof to the points where they are joined to the hub. One 
claim. 

913,973. NAVIGABLE VESSEL. WILLIAM PETERSEN, OF 
GOSFORTH, ENGLAND, ASSIGNOR TO THE MONITOR SHIP- 
BANG COOENON! COMPANY, LTD., OF NEWCASTLE-UPON- 

} 

Claim 1.—A vessel having its sides recessed, with a groove extending 
over the greater part of the vessel’s length with a vertical breadth 
measured parallel to the frame, approximately four or five times greater 
than the depth of groove measured at right angles to the frame, such 


a 
ty a1 COTTA Ny UT 
UMMA 


\ 


Wi 


{Ui 
: N 


groove being practically parallel with the load water line, and being 
below the water line, and having the upper and lower edges of practi- 
cally similar radii merging into the normal contour of the submerged 
vessel above and below such groove. Eight claims. 


914,230. SHIP-VENTILATOR AND CONNECTIONS THERETO. 
EDWIN ORLANDO BLACKWELL, OF WYNYARD, TASMANIA, 
AUSTRALIA. 

Claim 7.—The combination of decks having openings of different sizes 
therein, said openings being in line with each other, ventilator tubing 
having sections of different sizes secured to said decks around said 
openings, an opening being left around the top of each tube except the 
highest one, moyable plates for closing said openings, means for moving 
said plates, and stops to limit the upward movement of said plates. 
Twelve claims. 


International Marine Engineering 


JUNE, 1909. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


22,139. OPTICAL INSTRUMENTS. 
fHlONEYBALL, IPSWICH. 

A peep-tube for enabling an object to be distinctly seen in foggy 
weather without looking in a direct line comprises a long telescopic or 
other tube provided at the end directed towards the object with a source 
of light, and at the other end with an inclined mirror in which the re- 
flection of the object is seen by the observer. A glass may be fitted to 
prevent fog from passing through the tube, which is attached by hooks, 
etc., to the ship, vehicle, etc., upon which it is used. If desired, the 
tube may be jointed, intermediate mirrors and lenses being provided at 


BC) SHIPP) MAND) G: 


- the joints. 


wee VENTILATION. W. R. LAWSON, TOTTENHAM, MID- 
Ships’ ventilators are provided with fixed louvres carrying horizontal 
perforated plates which arrest the passage of rain and sparks. In the 


turret type of ventilator the circular louvres and the channel-section per- 
forated plates are riveted to angle-irons which slide in the lower pipe. 


imme LAMPS. L. C. H. R. EILBERTSEN, NEWCASTLE-ON- 


Signal lamps are constructed so as to signal to a ship’s officer whether 
or not the rudder has been turned to the position desired. The lamp 
comprises an outer casing, which is provided with two vertical slots, and 
is connected by lugs or stays to a fixed part of the steering gear. Within 
the outer casing revolves a frame fitted on the sides with two sets of 
alternate green and red glasses, parts of the glasses being obscured. 
When the rudder is parallel to the keel no light is shown, but the frame 
is fixed to the steering gear by means of a projecting spindle, and, when 
the rudder is turned, the red or green lights are brought opposite to the 
two slots in the outer casing, and two red or green lights are seen, 
according to the direction in which the rudder is. turned, and the area 
of light seen depends.on the extent of the turn. 

22,473. SHIPS’ LOGS. E. V. H. RIZZO, WESTMINSTER. 

Relates to an improvement upon an electric ship’s log. The armature 
of the electro-magnet when attracted puts tension on a spring which, 
when the circuit is broken, actuates the registering mechanism. This 


mechanism consists of a train of geared-down wheels with hands at- 
tached to the spindles of wheels, which indicate tenths of knots, knots 
and hundreds of knots, respectively. The make and break is actuated 
by a rolling mechanism bearing on the disk, which has a conducting 
sector. : 


23,132. SHIPS’ CABIN LIGHTS. W. T. M. FOGGIN, MOR- 
PETH, NORTHUMBERLAND. 

Cabin and deck lights, of the type wherein the glass-containng frame 
is rotatable about a diametric axis on pins and is provided with a hinged 
locking ring, are constructed with the inner face of the locking ring 


and outer face of the frame as parts of spherical surfaces. A special 
toggle lever fastening is provided, which allows sufficient movement of 
the ring to enable the frame to rotate. The glass frame may be mounted 
in a swinging frame, with rubber rings between the bearing surface, or 
the frame may be mounted in a fixed frame. 


_ International Marine 
TWINGE 19.03% 


Engineering 


\z, : ; Ta ms 


; 


THE SHIPBUILDING AND “ENGINEERING COMPANY OF anienenssene 


BY A. GUNDERSEN, 


This company was established in 1842, and originally em- 
ployed only a few men in a little workshop on the bank of the 
Akers River; near the city of Kristiania, Norway, from which 
river the company derived its name. In 1854 it was decided 
by its three Owners (Messrs. Steenstrup, Schidtt & Dybwad) 
to form a stock company and to move the works to the water 
front of the city of-Kristiania, and to establish a shipbuilding 
yard in connection with the new and improved works, and 
also to change the motive power from water to steam. In the 
latter part of the same year they undertook to build their first 
steamer, which also was the first steam vessel built in Norway 


VERKSTED. 

x (LQ) /f 
Sor 6 4 

al 
celebrated its fiftieth year of existence, having built and de- 
livered 137 steamers and 347 steam engines with boilers and 
auxiliaries, the attention of the firm had, on account of room 
and facilities, been directed principally to the building and 
repairing of smaller passenger and cargo steamers, and also 
to the building of steam whalers, of which the firm made a 
specialty, building a large number for Japan, England and 
America. In 1904 the desirability of improved and enlarged 
facilities was again considered by the board of directors, in 
order to meet the demands of the country for the building of 


larger vessels. Hitherto it could not be said that Norway’s 


GENERAL VIEW OF AKERS MEKANISKE VERKSTED FROM THE WATER. 


entirely of domestic make, as all the machinery parts were 
cast, forged and machined at the new works. From this 
unpretentious beginning grew gradually the present large com- 
pany. 

Up to 1867 the establishment had built and delivered forty 
steamers and ninety-nine engines. The subject of drydocks 
had by this time received little attention, and as the docking 
of ships is an indispensable part of their up-keep, it was de- 
cided in 1871 to build a graving drydock of dimensions to cor- 
respond with the demands of the port. The adjoining prop- 
erty was bought, work commencéd, and the first vessel docked 
in 1874. Since then thousands of vessels have been docked 
and repaired in it, and the expectation of a profitable addition 
to the works has been fulfilled. 

Up to the 1st of May, 1892, in which year the establishment 


shipbuilding industry had kept up with the demands for larger 
vessels, and the many scattered shipyards in the country did not 
attempt to compete with other countries in the building of 
larger vessels. The result of the discussion by the board of 
directors in reference to enlarged facilities was an application 
to the government for adjoining land on which to extend 
the shipbuilding yard, and by a special act of the“Storting” 
the application was granted, and the work of enlarging and 
improving the plant commenced in 1906. It will thus be seen 
that the Akers Mekaniske Verksted has made successive ex- 
tensions to meet a steadily increasing business, until now the 
plant occupies an area of about 8 acres with a waterfront of 
1,000 feet. 

In the last two years the motive power has been changed 
from steam to electricity, and Akers Mekaniske Verksted is 


International Marine Engineering 


JuLy, 1909. 


VIEW IN THE SHIPYARD. 


perhaps at present one of the few shipyards in the world in 
which the motors are driven by electric current produced at a 
waterfall. The Kykkelsrud power station belongs to a private 
company, and is located on the bank of the River Glommen, 
about 50 miles from the city of Kristiania. From the power 
station the current, at 50,000 volts, is transmitted to the city, 
and transformed to a lower voltage at different stations and 
used for power and light throughout the city. The voltage, 
as the current enters the establishment, is 5,000, and in a 
special fireproof room, in which the transformers are located, 
the current is further reduced to 230 volts for power and. to 
110 volts for lighting. All the large tools in the different 


departments are driven by separate motors, and the smaller 
tools in groups from electrically-driven shafting. 

From the plan of the works it will be seen that the ship- 
building yard now has five building berths, ranging in length 
from 490 feet to 150 feet, with plenty of water in front of 
them, and a bay large enough so that the vessels at launching 
do not have to be checked, a tugboat being sufficient to pick 
them up and bring them back to the works. The building 
berths have all necessary derrick cranes and winches for 
handling the materials, and the large berth is fitted with a 
skeleton steel frame structure on both sides of the berth 410 
feet long, with I-beam runways on top, about 65 feet from the 


VIEW IN THE MACHINE SHOP. 


JuLy, 1909. 


International Marine Engineering 


247 


ground, on which a trolley hoist is operated by electricity, with 
a lifting capacity of 6,000 pounds, a traveling speed of 200 
feet per minute and a hoisting speed of 100 feet per minute. 

At the end of the building berths are located all the ship 
‘building tools, such as punches, shears, drills, countersinkers, 
beam benders, plate bending rolls, etc. The plate and angle 
furnaces, with bending slabs, garboard bender, scrieve-board, 
etc., are located in the building marked shipbuilding shop, with 
the mold loft in the second story of the same building. 

For transportation of materials and articles between the 
different departments a wide gear system of rails is laid 
throughout the plant, on which a 5-ton steam locomotive crane 
is operated. 


Lifting capacity about 2,200 tons dead weight. 

The dock is provided with five centrifugal pumps, driven by 
electric motors, and four winches for handling and hoisting 
purposes, and it is in every respect of modern design and 
construction, The bottom of the dock has five independent 
pontoons bolted to the sides, and, as will be seen, the width 
is large enough to allow increasing the length whenever the 
demands of the port require it. 

The Chicago Pneumatic Tool Company’s system of air 
compressors is employed, and located as indicated on the plan, 
with pipes leading to all the different shops. One of the com- 
pressors is driven by steam and the other by electricity. There 
are also in use about 110 tools of the Chicago Pneumatic Tool 


Five Story 
Buildirg with 
Dining Room for 
The men in the 1st Floor 


PROPOSED RAIL=ROAD-TRACK TO THE STATION 


LOH 
ime 

—— 
Publ D errigk 


Shipbuilding Shop 


Machines Standing 
ree with separate 
Roof on each 


Copper- 
Joiner Shop, 
Pattern Shop 
with 
Storage in the 
two lower Floors 


Brass Foundry 


2 Storage of 
€ Flasks eto. 
for the Foundr: 


ie Main Office 
Building 


DOKVEIEN STREET 


410 Ton 
{Crane} 
‘an i 
Erecting Shop Ss 
2Ton H 3 
Fees g 
Crane nm 
1 
' } = 
! 1 3 
a 3} 
Vo Ss 
Biz 
goa 
& =p 
Siig a aie 
Bug (6 Sli ge 
Bud Mais 


MME 


Let 


SCALE OF FEET 


0 100 200 300 Feet 
== J 


PLAN OF THE WORKS. 


The graving drydock, previously mentioned, is of the follow- 
ing dimensions: 


Feet. 
Lemania On HOD DING! WOWIOTN. 665 c0000000080000000000000 281 
Wii thyonut© Deyy sinc: snitic aginst ere sereristam clas Nace 55 
Wiidthnonupottomercmoomeimcrac centrosome neice ac aes 
Draitt OF water Over Sill, ococcocogoccesns0goc0000 00000 13 


The pumping machinery consists of two 15-inch steam cen- 
trifugal pumps and two 6-inch pumps for drainage, driven by 
electricity, all of which are located at the end of the dock. 

The floating drydock anchored in front of the building 
berths is new this year, having been built by William Ham- 
ilton & Company, Port Glasgow, Scotland, and is of the fol- 
lowing dimensions: 


Feet. Inches. 
BencthwoverlOUthiecersnpmeecme cities 300 Se 
LEAN OVOP DOMIGOWGds6c0000d000000000000 240 4 
Wiicthwoutsid etaar as... citkacheteeeitie cation hac 69 1% 
Width inside at top of pontoons............. 55 3 


Draft of water over keel-blocks 4 feet high 
ait mormmnall Tweed, 55000000000000000 15 ae 


Company’s make, compressed air being extensively used in 
the shipbuilding yard for drilling, reaming, calking and riv- 
eting. 

The carpenter shop is located next to the shipyard, in the 
same building as the dock pumps and air compressors, and is 
provided with the usual machine tools for rapid execution of 
the work. 

The machine and erecting shops are partially steel and par- 
tially brick, 165 feet long and 100 feet wide, with three bays. 
The roof construction provides an ample supply of light in 
addition to the side and end windows. The three bays are 
divided from each other by two rows of steel columns, giving 
easy communication from one to the other. The west bay is 
fitted with a gallery throughout the length, on which a large 
number of smaller tools are located, and there are traveling 
cranes both under and over the gallery. The center bay, 
where the heavy tools are located, is provided with a 35-ton 
electric traveling crane with a height of 30 feet above the 
floor; this center bay is also used as an erecting shop, the 
entire ground floor being paved with wooden blocks on end. 
In the east bay are located all the medium-size tools. ‘This 


248 


International Marine Engineering 


JULY. 1909. 


is also provided with an electric traveling crane of Io tons, 
at the same height from the floor as that in the center bay, 
for transportation of weights from one machine to the other. 
The machine shop building is new and modern in every re- 
spect, containing tools of the latest design and construction, 
built in Norway, the United States, Great Britain and Ger- 
many. 

The boiler department adjoins the machine shop, and will 
be, when the new building is erected, a continuation of the 
machine-shop building and similar in construction, but with- 
out a gallery. The present boiler shop is provided with a 40 
and a 20-ton electric traveling crane, running on beams at 
right angles to the cranes in the machine shop. Among the 
tools in this shop may be mentioned a large hydraulic riveting 
machine and a vertical plate bending machine, capable of 
bending plates 12 feet 6 inches in width and up toa thickness 
of 134 inches. 

On the quay alongside the boiler shop is a set of 80-ton 
sheer legs, and a floating derrick with a capacity of 10 tons 
for handling and transporting the lighter weights between 
vessels and the quay. 

The new forge and blacksmith shops will be located be- 
tween the machine shop and the graving drydock in a single 
building, 115 feet long and 90 feet wide, and will be equipped 
with three steam hammers served by three jib cranes. The 
waste gases from the forge furnaces will be utilized to heat 
the feed-water for the boilers, and the exhaust steam from 
the hammers will be utilized for heating the machine and 
boiler shops during the cold season of the year. The black- 
smith fires will be located along the side walls, and the air 
blast for the furnaces and fires will be provided by a fan 
driven by an electric motor. 

The main offices are located ,on the opposite side of the 
street from the shipyard and machine shop, in a two-story and 
basement brick building, and incorporated with them are the 
drawing offices, where the ships and machinery are first de- 
signed, and where afterwards models and working drawings 
are prepared. 

The foundries, joiner and pattern shops, pipe fitting and cop- 
persmith shop, stables, storerooms, etc., are located on the 
office side of the street. The iron foundry is equipped with 
two Krigars cupolas, located on the east side of the building, 
and the blast is provided by a Root blower, driven by a 
35-horsepower electric motor. The building is of steel frame 
work with brick filling, and is 172 feet long and 66 feet wide, 
with jib cranes at the sides and two electric traveling cranes 
operated on.runways on top of the columns 23 feet from the 
ground. The brass foundry is located on the west side of the 
iron foundry, and on the east side of the same the sand bins, 
with mixing and core-making machines, are located, all driven 
by an electric motor as well as an open place for storing of 
pig and scrap iron and articles for use in the foundry. 

In the large three-story and attic fireproof building back of 
the office building the two lower floors are used for storage 
of materials and manufactured articles, and on the third floor 
are the joiner and pattern shops, equipped with modern wood- 
working machinery. In the attic is a well-arranged storage 
for patterns, and in the southwestern corner of this building 
is a large electric freight elevator for transporting the heavier 
articles up and down. The pipe fitting and coppersmith shops 
front on the street as well as the stable building, with living 
quarters for the stableman and janitor in the second story. 


From the foregoing it will be understood that the works are: 


to a great extent self-contained, as not only are ships built 
here but also the engines and boilers for propelling them, and 
all the various items of equipment and fittings required in the 
construction, including joinery, cabinet work and upholstery. 

Up to the present time 286 hulls have been built and 572 
marine engines with boilers, etc., including those under con- 


struction, of which the largest vessels have been of about 2,000 
tons dead-weight capacity and the largest engines of about 
2,000 indicated horsepower. 

The art of shipbuilding in Norway has advanced of late 
years, and the products are comparable with those of other 
nations, but the cost and time of production of large-size 
vessels are perhaps greater than in other countries on account 
of the lack of materials, facilities to handle the heavier parts 
and the increased demand for skilled labor. With regard to 
labor economy, most of the different methods of inducing 
workmen to exert their full power have been tried, and the 
piece-work system is now extensively adopted, having proved 
very successful; but the premium system has not apparently 
been very widely used. The universal system of marking plates 
and shapes instead of making templets has also found its way 
to some of the Norwegian shipyards, and it must be stated, in 
justice to the men, that some of them are very good at it. 

It is a well-known fact that the shipowners in Norway who 
have wanted larger ships have up to the present time, with 
a few exceptions, placed their orders elsewhere, as the Nor- 
Wwegian shipbuilding firms have not before seen their way clear 
to increase the productive capacity of their establishments to 
meet the demands for building larger vessels. This has been 
a great detriment to the Norwegian shipbuilding industry in 
the past, and the government has not assisted the home in- 
dustry by giving a shipbuilding subsidy to encourage the 
undertaking in order to keep the business at home; but in 
spite of this, a few ship and engine-building firms in Norway, 
besides the one just described, have recently made improve- 
ments to meet the demands, and it is to be hoped that the 
nation will stand by them, and grant privileges for a few 
years, to assist in the undertaking of building larger vessels 
at home. 


{ 
i 


ec 1 pomp. ear ons 
| Pe IS. AB 


LAUNCH OF THE SAO PAULO. 


JuLy, 1900. 


Launch of the Sao Paulo. 


The Brazilian battleship Sao Paulo was launched on April 
19 from the yards of Messrs. Vickers Sons & Maxim, at Bar- 
row-in-Furness. The Sao Palo is one of three first-class bat- 
tleships now building in England for Brazil. She is 500 feet 
long between perpendiculars, with a beam of 83 feet and a dis- 
placement on a draft of 25 feet of about 19,500 tons. The 
designed indicated horsepower is 23,500, and the speed 21 
knots. Her armament consists of twelve 12-inch guns 
mounted in pairs in six turrets, four of which are on the cen- 
ter line of the ship. The secondary armament includes twenty- 
two 4.7-inch rapid-fire guns and eight 3-pounders. The 
heaviest armor is 9 inches thick, extending from well below 
the water-line to the upper deck. The ship is particularly well 
protected in the extent and distribution of her armor. Pro- 
pulsion is by means of two four-cylinder, triple-expansion en- 
gines operating at 140 revolutions per minute. Steam is sup- 
plied by eighteen Babcock & Wilcox watertube boilers at a 
pressure of 250 pounds. 


SUPERHEATED STEAM IN MARINE WORK.—I. 


BY F. J. ROWAN. ‘ 


INTRODUCTION OF SUPERHEATED STEAM IN MARINE WORK. 


Considerable interest attaches to the fact that a large pro- 
portion of the experience gained from the use of superheated 
steam, at the time of its introduction some fifty years ago, 
was obtained in marine practice. Due to the limited develop- 
ment of boiler construction at that time, the steam pressures 
used in marine engines were low, and, consequently, the tem- 
peratures and range of expansion were low, so that only a 
moderate amount of superheat could be conveniently applied. 
This, of course, limited the advantage to be derived from 
superheating, and left room for a very ready and obvious 
means of obtaining the same results without superheating, 
viz.: by increasing the pressure and therefore the tempera- 
ture of the steam in the boilers. Other considerations, such 
as the introduction of compound engines, troubles with super- 
heater tubes and troubles with rubbing surfaces of cylinders, 
piston rods, valves and packings, induced engineers generally 


International Marine Engineering 


249 


to abandon low-pressure superheated steam for high-pressure 
saturated steam. Nevertheless, engineers were familiarized 
with the general features of the use of superheated steam, 
and specially with the fact of the advantage to be derived 
from hotter, and therefore drier, steam. 

There are three ways in which superheaters may be applied, 
examples of all of them being found in marine work: 

1. They can be fitted in the flue space or up-take of boilers, 
so as to absorb heat from the hot gases after the gases have 
given up the larger portion of their heat to the boiler sur- 
faces. 

2. They may be placed in the boiler, forming really a part 
of the boiler construction and meeting with the hot gases at 
an earlier point than is possible with some of those which are 
placed in the up-takes. 

3. They may be an entirely distinct apparatus, constructed 
with a separate furnace for independent firing. 

In early marine practice only the first two methods were 
employed, the majority of superheaters having been arranged 
in the up-take or at the base of the funnel. One of the 
earliest was introduced by Messrs. John Penn & Son, in the 
P. & O. Company’s steamer Valetta, and is shown in Fig. 1. 
The engines were of 260 nominal horsepower, and the boilers 
were of the “box” type, of Messrs. Lamb & Summers’ design, 
the superheaters being placed in the up-take outside the ends 
of the vertical flues, which in Lamb & Summers’ arrangement 
took the place of the usual horizontal flue tubes. The super- 
heater was formed of horizontal wrought iron tubes, 2 inches 
inside diameter and 6 feet 3 inches long, arranged in two 
bundles or groups, each group consisting of forty-four tubes. 
These were placed in vertical rows, with clear spaces between 
the rows horizontally for access to the boiler flues for clean- 
ing or brushing. The tubes were fixed at the ends into three 
flat chambers, made of wrought iron, welded up at the corners 
and each closed with a single flange joint. Steam from the 
boiler was admitted to the center chamber through a stop- 
valve, and was taken off from the end chambers by other 
stop valves communicating with the steam pipes to the 
engine. The total area of superheating surface, including 
the wrought iron chambers, was 374 square feet in each of the 
two boilers. The pressure of steam then used was 20 pounds 


FRONT ELEVATION: 


: 
UU UU 
a 


1 


FIG. 1.—EARLY TYPE OF SUPERHEATER, INSTALLED ON P, & O. STEAMER VALETTA, 


250 


International Marine Engineering 


JULY, 1900. 


per square inch, and the steam was superheated 100 degrees, 
or from 260 degrees F. up to 360 or 370 degrees F. 

A different construction of the early up-take superheater is 
shown in Fig. 2, which was that of Patridge, fitted in H. M. 
S. Dee, in the R. M. S. Tyne, and in the Cunard Company’s 


FIG. 2.—PATRIDGE UP-TAKE SUPERHEATER. 


steamer Persia. A modification of it was introduced into the 
steamship Great Eastern. This superheater consisted of a 
cylinder filled with vertical tubes, and placed vertically over 
the up-take, resting on the steam chest at the base of the 
funnel. The hot gases passed up through the- tubes and 
through an annular space surrounding the cylinder between it 
and the chimney; and the steam was passed across the cylin- 


1 mata | 
A ce 


FIG. 3.—SUPERHEATER USED ON THE GREAT EASTERN. 


der and over a vertical baffle plate in the center, steam pipes 
being arranged on each side of the cylinder at its base. In 
the case of the Great Eastern the superheater, constructed by 
Boulton & Watt, had an oblong form, and the chambers 
containing the vertical tubes were placed in a casing of similar 
form, which constituted the base of the chimney. This is 
shown in plan in Fig. 3. The same firm introduced a more 


simple form of superheater in the Holyhead steam packets. 
In these the lower part of the funnel was surrounded by a 
steam casing, which was divided radially by six partitions, 
the steam being caused to alternately ascend and descend in 
these until it passed over all the surface which was exposed 
to the heat from the chimney gases. 

Fig. 4 shows another form of up-take superheater which 
was fitted in the steamer Oleg by Messrs. R. Napier & Sons. 
It consisted of horizontal steam tubes, 2 inches outside diam- 


FIG. 4.—AN EARLY FORM OF UP-TAKE SUPERHEATER. 


eter, 5 feet 6 inches long, fastened in flat, stayed boxes or 
headers, and placed in an oblong casing forming the root of 
the funnel. 

Beardmore’s superheater, Fig. 5, is an example of the con- 
struction as formerly arranged, in which the superheater 
forms a part of the boiler. In that instance no special stop 
valves were employed. 

An entirely different arrangement, by which a much higher 
degree of superheat was obtained, is shown in Figs. 6 and 7. 
This was Parson & Pilgrim’s superheater, which was placed in 


FIG. 5.—OLD-STYLE BEARDMORE SUPERHEATER. 


the furnaces of marine boilers. A steam pipe, common to two 
furnaces, was led from the steam space to a position between 
the furnace doors, where it branched into two horizontal 
pipes, one of which entered each furnace below the fire-bars 
and passed nearly to the back of the grate. Two saddle- 
shaped pipes then rose from the horizontal pipe into the com- 
bustion space, and the steam passed through them to a return 


JULy, 9009. 


horizontal pipe on the opposite side of the ash-pit. The arched 
pipes frequently became red-hot, so that steam of 20 pounds 
per square inch pressure, or 264 degrees F. temperature, was 
found to have attained a temperature of from 484 degrees to 
540 degrees F. After trial in a stationary boiler at Woolwich 
Arsenal, this superheater was applied to the boilers of vessels 
in Waterman’s Steam Packet Company on the Thames and in 
H. M. steam tug Bustler. 

Some other plans were proposed and tried in marine work, 
but accounts of their action have not been preserved. One 
deserving of notice, however, is that of Messrs. Wethered, 
on account of their endeavor to control the steam tempera- 
ture by mixing saturated with superheated steam. Their 
superheater is said to have consisted of a coil of pipes, having 
about 3 square feet of surface per nominal horsepower, 
placed either in the combustion space or in the heating flues 
of the boiler; but in practice modifications of that arrange- 
ment were adopted, so that the superheaters fitted in the 
vessels of the P. & O. Company and in H. M. S. Dee were 
included in the number of those using Wethered’s system, 


LONGITURINAL SECTION 


FIG. 6. 


although the latter was also claimed as having been fitted 
with Patridge’s superheater. Sir John Durston has, how- 
ever, recorded that superheaters were brought to the notice 
of the Admiralty by Mr. Wethered, and trials were made 
in H. M. S. Black Eagle in 1856, which showed considerable 
economy in fuel in their favor. These and further trials re- 
sulted in their coming into general use about the same time 
as surface condensers; but a further step was made in 1860-63 
by the introduction of compound engines with surface con- 
densers and superheaters in H. M. S. Constance, a frigate of 
500 nominal horsepower, which was fitted and tried in 1863. 
M. Felix Godard (Trans. Inst. N. A., 1908) states that the 
French navy tried superheated steam in one of their earliest 
protected cruisers. 

Vessels belonging to the Russian Steam Navigation Com- 
pany were included among those fitted with superheaters by 
John Penn & Son, along with others belonging to the P. & O. 
Company, and the saving claimed in several instances ranged 
from 23 to 34 percent. 

In America trials were made in 1854, under the direction 
of Mr. B. F. Isherwood, in the steamer Joseph Johnson, with 
a mixture of superheated and saturated steam, and the results 
reported were extremely favorable. At a later date—1862- 
1864—the United States government instituted more thorough 
experiments, under Isherwood’s direction, in the Bay line of 
steamers in Baltimore, principally in the Eutaw, and although 
an average gain in power was obtained of 18 to 20 percent 
it appears that the superheater pipes must have been seriously 
overheated at times, and the deterioration of these coils 
caused the trials to result in an unfavorable opinion of the 
practicability of superheating. 


International Marine Engineering 251 


THEORETICAL CONSIDERATIONS. 


The principal features of superheated steam may be sum- 
marized as follows: (1) Superheated steam is independent 
of pressure (that is to say, saturated steam of any pressure 
may be superheated) and admits of variation in temperature, 
while the pressure remains constant; (2) the temperature of 
superheated steam may be reduced without condensation 
taking place; (3) superheated steam is greater in volume than 
saturated steam of the same weight, but 1 pound of super- 
heated steam contains more heat than 1 pound of saturated 
steam; (4) superheated steam practically follows the laws 
of a perfect gas. 

To illustrate the relation which heat bears to the production 
of superheated steam, any table of the properties of saturated 
steam will show that such steam at a total pressure of 100 
pounds per square inch has a temperature of 327.9 degrees F., 
and that the total heat of evaporation of 1 pound at that pres- 
sure is about 1,181 B. T. U., representing the sensible and 
latent heat employed. To increase the temperature of that 
I pound of steam by superheating 200 degrees F. at constant 


OOOOG« LOOC 


FIG. 7. 


pressure, the addition of only 200 X .520 or 104 B. T. U. 
is required. The full value of this heat, as so applied, can be 
estimated only by its effect on the complete system, including 
both boiler and engine, but a rough comparison may be made 
by estimating the saving in coal at the boiler. The following 
example is said to correspond fairly with actual results: 
Assuming that a boiler evaporates 10,000 pounds of water per 
hour into steam of 165 pounds working pressure, from water 
at 64 degrees F., this requires 1,250 pounds of coal, taking 8 
pounds of water per pound of coal as the rate of evaporation. 
This quantity of steam would supply an engine of, say, 450 
indicated horsepower, using 22 pounds per indicated horse- 
power-hour; 70 percent of the saturated steam is taken as 
doing useful work and 30 percent as wasted by condensation, 
etc. If the steam were superheated 200 degrees F., cylinder 
condensation and other troubles would be practically avoided, 
and the volume of each pound of steam would be increased by 
25 percent. Taking this figure to represent the gain, the same 
10,000 
horsepower could be developed by = 8,00 pounds 
1.25 ; 
steam when superheated. At the same rate of evaporation 
per pound of coal 1,000 pounds of coal per hour would be 
required, plus the quantity required to superheat the steam. 
This would be 
200 X .541 X 8,000 
= 93 pounds per hour. 
8 X (1,196 — 32) 
Thus the saving in coal works out at 1,250 — 1,093 = 157 
pounds, or 12.56 percent. 
The advantage to be derived from superheating is in this 


252 


International Marine Engineering 


JuLy, 1909. 


illustration supposed to depend solely upon the increased 
volume of the steam, but that is not strictly correct. It is now 
agreed that the thermodynamic advantage is comparatively 
small, and that practically the whole benefit from superheating 
is due to the prevention of cylinder condensation and leakage. 


Calculations founded upon the pv diagram are unsatisfac- - 


tory, because of uncertainty as to the proper index of the 
adiabatic expansion curve; and the theoretical conditions 
represented on the 8 ® diagram are almost impossible of 
realization. The true test of the advantage of superheating 
is that of a heat balance as applied to the entire system, 
including boiler, superheater and engine, or of thermal units 
per horsepower-minute or hour. 

In all calculations connected with the use of superheated 
steam, or the capacity of superheaters, the specific heat of 
the steam is a most important factor. Regnault’s figure of 
0.48 was for years relied upon as being a correct mean value, 
but investigations carried out in Germany by Knoblauch and 
Jakob, ard in America by Drs. Thomas, Heck and others, 
have shown that there is a considerable variation in the 
specific heat with altered conditions of pressure and tempera- 
ture. It is found that, generally, the value of the specific heat 
decreases for any pressure as the temperature rises, and in- 
creases for any given temperature as the pressure rises. 

In Fig. 7 a diagram is reproduced showing isobaric curves 
of the specific heat at constant pressure of superheated steam, 
derived from Knoblauch and Jakob’s experiments, and the 
following table gives the mean specific heat for superheat 
from saturation temperature ¢ to ts degrees. The figures are 
given in French and British units: 


MEAN SPECIFIC HEAT FOR SUPERHEATS FROM SATURATION 
TEMPERATURE ¢ TO fs DEGREES. 


p- in kg. pr 


sa. cm.. 1 2 4 6 8 10 12 14 16 18 20 
in Ibs.per ; 
Ea. inch.| 14 28 57 85 | 114 | 142 | 170 | 199 227 256 | 284 


tindgs.C.} 99 | 120 | 143 | 158 | 169 | 179° | 187 | 194 200 | 206 | 211 
tindgs.F.| 210 | 248 | 289 | 317 | 336 | 354 | 369 | 381 392 | 403 | 412 


392 | 200 |0.462/0.475/0.502/0.530/0.560|0.597|0.635|0.677 (0. GE ocoosllacoos 
482 | 250 |0.462/0.474/0.495/0.511/0.532/0.552/0.570|0.588) 0.609 |0.635|0.664 
572 | 300 |0.464)0.475)0.492/0.505/0.517/0.530)0.541/0.550) 0.561 |0.572|0.585 
662 | 350 |0.468/0.477/0.492/0.503/0.512|/0.522|).529/0.536) 0.543 |0.550/0.557 
752 | 400 |0.473/0.481/0.494)/0.504/0.512/0.520/0.526)0.531| 0.537 |0.542/0.547 


Figures have been published by Thomas in America and by 
Mollier in Germany which do not materially differ from those 
of Knoblauch and Jakob. Mollier gives the following formula 
for the specific heat for any degree of superheat: 


H — H’ 


(Gp) = 
. t—?’ 
where H = the total heat in the steam at point of superheat, 
H’ = the total heat in the steam at point of saturation, and 
t and ?¢’ are the respective total temperatures. 

From a recent research by Dr. Harvey N. Davis, of Cam- 
bridge, Mass., on the total heat of saturated steam, it ap- 
pears that Regnault’s figures and formula are not correct, 
due probably to the presence of unobserved moisture in his 
experiments. New tables of total heat, specific volume, etc., 
of steam are therefore to appear, but meantime engineering 
calculations will not be seriously affected by the use of the old 
values in existing steam tables. 

Estimates of theoretical economy, due to the use of super- 
heated steam, vary greatly according to the basis upon which 
economy is reckoned. There may be, and have been, for in- 
stance, estimates of the quantity of steam used by an engine 
showing a saving in steam, due to superheating of 14 percent 
and upwards, according to the kind of engine—reciprocating 
or turbine, high speed, etc——employed. The saving in heat 


from the point of view of preventing initial condensation by 
superheat may be only some 3.5 percent; but the total saving 
in heat is a much larger question, and includes savings in 
generating steam, preventing condensation in pipes, cylinders 
and valves and diminishing leakage, all of which can be 
estimated only from the performance of the whole apparatus. 
The saving in coal cannot be directly estimated from the 
superheating, apart from the use of the steam, as has been 
remarked. In the case of steam turbines the use of super- 
heated steam has been proved to effect a reduction of fluid 
friction, and this is an element of economy in their working. 

The following two tables show percentage reductions in 
steam consumption, due to superheating, which have been 
obtained in turbines and in reciprocating engines in land 


0.90 


0.85 


0,80 


S 
~ 
ot 


S 
a 
S 


Pressures in Kgm, per 
Sq. cm. absolute. 


Oo 
a 
U 


SPECIFIC HEAT AT CONSTANT PRESSURE—Cp. 
= 
R 


100° 150 200 250 300 350 400 
TEMPERATURE °C, 


FIG. 7. 


installations. These were carefully collected by Mr. R. M. 
Neilson, and given to the Cleveland Institute of Engineers. 
Of course, it is necessary to know the details of each test 
in order to be able properly to understand the relative value 
of the reduction of steam consumption in each case. 


TABLE A. 


REDUCTION IN THE STEAM CONSUMPTION OF TURBINES DUE TO 


THE USE OF SUPERHEATED STEAM. 


Degrees Fahrenheit of 

Superhea tee eee eerie 13, 50} 60) 66) 70; 84) 100) 140) 150} 200) 260 
Percentage reduction of 

steam consumption....| 6.1} 8.0, 5.4/.2 1) 7.5) 7.7|14.0/12.6/19.°| 23.0)24.5 
Percentage reduction per) | | 


degree Fahrenheit... . 0.47/0. 16/0103 0.18)/0.11/0.09/0.14/0.09}0.13)0. 4 [oes 
| 


TABLE B. 
REDUCTION IN STEAM CONSUMPTION OF RECIPROCATING ENGINES. 


Percentage 


Percentage reduction per 


Degrees Fahrenheit of 


superheat....... i 31 40 50) 100) 150) 216) 225) 225) 440 


reduction of 


steam consumption..... 7.86) 8.65/12.00/20.55/13.00) 36.4) 33.7] 33.1) 30.9 


degree Fahrenheit......| 0.25) 0.22) 0.24] 0.20) 0.09] 0.17) 0.15] 0.15] 0.07 


JuLy, 1909. 


International Marine Engineering 


253 


In marine practice, from the nature of the service—except 
in the case of warships or in specially observed trials—re- 
sults are not collected with the same care as on land, and 
hence economies are more roughly estimated. The total ex- 
penditure of coal, or the radius of action, is usually the test 
applied. So far, superheated steam has been introduced only 
to a small extent with the use of turbines on board ship, but 
there is no reason why its advantages with turbines on land 
should not be realized in marine work also. There are some 
successful examples which will be noted later; but the larger 
number of steamships hitherto fitted with superheaters have 
reciprocating engines. 

On its first introduction, about fifty years ago, it was pro- 
posed that superheated steam should be used in a mixture 
with a certain proportion of saturated steam, and it is in- 
teresting to find this proposal revived in a discussion at the 
Institution of Naval Architects last year. The advantages of 
this mixture were supposed to be twofold, viz.: to effect con- 
trol of the temperature of the steam admitted to the engine, 
and to provide lubrication of the rubbing surfaces by the 
condensation of a small quantity of the steam. The plan of 
Messrs. Wethered, which depended upon this mixture, was, 
however, to a great extent deprived of its exclusive value by 
the discovery that when a temperature of not over 360 degrees 
F. was used no admixture of saturated steam was necessary. 
To-day the proposal to use this mixture seems to be with a 
view to control temperature at the superheater, but it has been 
pointed out that spraying water into the superheater tubes is 
more efficacious. The former difficulties of using steam of 
high superheat in engines and of lubrication have almost 
entirely disappeared. — - 


INFLUENCE OF THE USE OF SUPERHEATED STEAM ON ENGINE 
DESIGN. 


The main reason for modification in the design of engines 
to use superheated steam is that the effects of high tempera- 
ture must be provided for. With a so-called “moderate” 
superheat, or about 150 degrees F. at the boiler, which yields 
about too degrees F. at the engine, practically no alteration 
would be required, but the superheat disappears by the end of 
the stroke of the high-pressure piston, and if, in a compound 
engine, it is desired to have superheated steam in the low- 
pressure cylinder, the high-pressure exhaust steam must be 
passed through a reheater. It is not difficult to understand 
that the use of superheated steam has shown that with it 
there is no advantage to be gained by multiplication of cylin- 
ders—a compound or triple-expansion engine providing all 
that is required for economical working. The real advan- 
‘tages of superheated steam are, however, it is maintained by 
many, to be obtained only from what is called high super- 
heat, which varies from 200 degrees F. upwards. When that 
temperature, or even 150 degrees F. at the engine cylinder, 
is added to the temperature, due to saturated steam of high 
pressure, a degree of heat is reached which introduces special 
conditions of expansion, erosion, tenacity and ductility, con- 
dition of surface, etc., in the different metals ordinarily em- 
ployed, and these affect pipes, cylinders, pistons, valves, etc., 
and also packings and lubricating material. 

Generally, as a well-known authority has expressed it, the 
steam pipes should be of lap welded or drawn iron or steel, 
with ample provision for expansion, and where there is excess 
of boiler pressure they should be of smaller diameter than 
is usual when saturated steam is used. They should be care- 
fully lagged and the flanges should be covered by removable 
boxes. The cylinders should be designed to allow the parts 
exposed to the entering superheated steam, the working steam 
and the exhaust steam to expand independently of each other. 
Care is required in the selection of the quality of metal for 
the cylinders; which should have uniformity of thickness, 


without projections, as far as possible, to favor equality of 
expansion throughout. The dimensions of the cylinders will 
be increased if their number is reduced, and the speed of 
working can be increased with superheated steam. The pistons 
also require care in making, and should be carefully guided 
and lubricated directly rather than by mixing oil with the 
steam. Corliss valves can be used with moderate superheat, 
but higher degrees require drop-piston valves, or double-beat 
equilibrium valves working vertically; and no metals should 
be employed which have a melting point within reach of the 
steam temperature. The packings of piston rods and valve 
spindles should be metallic, and lubricating oil should be of 
the mineral variety, such as is employed in gas engines, in 
which far higher temperatures are successfully dealt with. 
Scoring of cylinder surfaces, pistons and piston rods has been 
found to emanate from the decomposition of unsuitable lubri- 
cants, and even trouble with piston rings has been discovered 
to be due to the same cause. With proper attention to the 
form and distribution of metal in cylinders, valves, etc., the 
chances of any of the moving parts seizing are reduced to a 
minimum, and the friction of the engine will be kept low. 

The reduction of leakage and condensation is due to the 
quality of the steam, and is greatly in favor of the smooth 
working of the engine; a more even distribution of steam 
during the stroke is given, and a reduced total weight of 
steam being used the work of the air pump and condenser is 
rendered lighter. The advantage reacts even upon the boiler, 
a reduction in the weight of steam required meaning either 
fewer boilers or easier firing. 

The part of the apparatus which apparently needs the most 
care is the superheater itself, as it is exposed to the danger 
of overheating. The methods of construction now in use, and 
the care taken in arranging the position of the superheater 
relatively to the temperature of the hot gases reaching it, have, 
however, greatly discounted that risk, and instances are not 
wanting of superheater tubes lasting practically as long as the 
boiler. Marine practice is liable, from more frequent stopping 
and starting of the engines in some kinds of service, to put a 
more severe strain upon the superheater as regards fluctua- 
tions of temperature than is work on land; but this, as other 
conditions, can be successfully encountered. 

The question of reheaters.and jackets would require a large 
amount of space for its full discussion. Theoretically, it is 
better to superheat to a high temperature than to a lower one 
and to use reheaters to carry the necessary superheat to the 
later stages of the engine or turbine. But practical difficulties 
with the higher temperature turn the scale in favor of the less 
perfect method. In fact, in the Schmidt system of using steam 
of high superheat, the steam is passed through the tubes of a 
reheater standing in the path of the exhaust from the high- 
pressure cylinder before it enters the high-pressure cylinder, 
and thus the temperature of the steam is modified even in that 
cylinder. With both reciprocating compound engines and with 
multiple-stage turbines it is common, in land practice, to use 
reheaters between the cylinders or the stages of expansion. 
The turbine gains considerably in efficiency by the use of 
superheated steam, and the steam consumption in some land 
installations is stated to be reduced rt percent for every 10 
degrees to 12 degrees F. of superheat used, leading to a saving 
in fuel consumption of about half that amount. The high 
temperature, however, demands that the clearance over the 
tips of the blades must be made slightly greater to allow for 
extra distortion of the cylinder, although this may involve 
some slight loss by leakage. The discharge angle of the 
blades is also affected by the coefficient of friction being less 
with superheated than with saturated steam. 

Finally, as to steam jackets, it seems to be settled that it is 
useless to jacket the high-pressure cylinder, using superheated 
steam, unless with the waste furnace gases, but that steam 


254 


International Marine Engineering 


JULY, 1900. 


jackets may be used with advantage on the low-pressure cylin- 
der in order to prevent condensation there, if the saturated 
condition is reached by the steam at any early period in the 
stroke. 

(To be continued.) 


SIMPLE METHOD OF PROPELLER DESIGN. 


BY CHARLES S. LINCH. 


In the design of a propeller wheel there are a number of as- 
sumptions to be made, and when data from other ships are at 
hand it is better to obtain such data from previous werk for 
the purpose of comparison. In the delineation of the propeller 
wheel these things do not have to be considered, as it is the 
designer’s place to give the draftsman the necessary infor- 
mation, but the knowledge of the necessary steps is of great 
importance, and hence, before proceeding to describe the 
methods, we will work out the computations and then pro- 
ceed to explain the different methods of drawing the blade. 

The wheel which we will take as an example is one designed 
by the writer for a freight and passenger ship. The require- 
ments were as follows: The designed indicated horsepower 
was 1,989, and it was obtained from computations for the 
resistance, etc. The speed was 15.5 knots. The revolutions 
were to be between 86 and 88 per minute. 

The developed area of the blade was obtained by first taking 
a standard elliptic blade with a mean width ratio of .2, and 
computing the area from this. For example, we’ know that 
the mean-width ratio is equal to the mean width divided by 
the diameter of wheel in feet; and, further, we know that the 
mean width is equal to the developed area of the blade, 
divided by the diameter of the wheel, minus the diameter of 
the hub, and this difference divided by two. From the draft 
of water aft and by making the proper allowance for im- 
mersion of the tip of blade, a diameter of wheel was assumed. 
The developed area was computed as equal to 19.1 square feet 
for each blade. The diameter of hub was made equal to 
0.24 times the diameter of the wheel. As this wheel was of the 
built-up type, this gave a hub of ample dimensions. 

The apparent slip, taken from the performance of a ship 
of similar dimensions, equals 10 percent. The true slip was 
22 percent; therefore the wake factor was 16 percent. The 
propeller efficiency was taken at 65 percent and the engine 
efficiency at 87 percent; therefore the propulsive coefficient 
is .87 X .65, or 56 percent. The speed of the ship in feet per 

15.5 < 6,080 
minute is equal to , or 1,570.15 feet per minute. 
60 
Now I — apparent slip = I — .I = 09. 

.OPR = 1,570.15, therefore PR = 1,744.6. 
The log of 1,744.6 = 3.2416950. 

The log of (1,744.6)° = 9.7250877. 
Corresponding number = 5309900000. 
The log of 60 = 1.7781513. 

The log of (60)* = 5.3344530. 
Corresponding number = 216000. 


IP 
Now, assuming a standard elliptic blade, and that —— = 
D 
.76, we have for the characteristics of the blade: 
A = 0.340. 
B= 0.569. 
Cea 5 4s 
With width ratio (mean) of 0.2 we have 
A = 0.340 X 0.2 = .0680. 
Be—HO!56ORGO2— eh 13 8 
C= 1.354 XX O28 = 2702 5 


Now the propeller power equals 1,989 X 0.56 = 1,113.84; 
therefore 


: I 
i IP? ike JDP IN Gi = 8) @s Al = Ff B). 
550 X (60)° 
Substituting and solving for D we have 
Da 


1,113.84 X 550 X (60)° 


(1,744.6)° & 4 & .78 (2.74 X .22 X 0.068 — 0.016 & 0.1138) 


20427 
D 
Therefore D = 14.28 feet, ——=0.76; therefore P=14.28 ~ 
IP 
mean width 
0.76 = 18.8 feet. Since the mean-width ratio = ————, 


diameter 
mean width 
we have 0.2 = — ; therefore mean width = 
14.28 
developed area 
2.856 feet, and 2.856 = , or 


diameter wheel — diameter hub 


2 
2 < developed area 


2.856 = ; therefore developed area = 


10.78 
15.39 square feet. 
Now PR = 1,744.6. 
P = 188 feet, say 19 feet, therefore, 


IR = Ong, 
We, therefore, have by computation: 
Diameter wheel = 14.28 feet. 


Pitch wheel = 18.8 feet. 

Revolutions wheel = 91.7. 

Developed area = 15.39 square feet. 

Mean width ratio = 0.2. 

Mean width = 2.856 feet. 

Maximum width = 3.1 feet. 

The wheel as built was 14.5 feet diameter, 19.0 feet pitch. 
. Developed area = 15.5 square feet. 

Diameter hub = 3.5 feet. 


We are now ready to draw the wheel. First draw the line 
X X’ as shaft center, and erect the perpendicular Y Y’, in- 
tersecting the line X X’ at O. Set off on Y Y’ the distance 
O-1 equal to the radius of the hub. Set off on Y Y’ O-7 
equal to the radius of the wheel. Divide the distance O-7 
into any convenient number of parts, and draw through these 
points horizontal lines parallel to X X’. Now place over this 
much of the drawing a piece of tracing paper, and sketch the 
outline of developed contour. If we are working from pro- 
jected area, then this area is to be found and the shape cor- 
responding. We will assume that we have the developed area 
as a basis. Now, with a standard blade (elliptic) we can 
divide the vertical distance O-7 on the tracing paper into 
either tenths or twentieths and compute the widths at these 
points. These dimensions will be parts of the maximum 
width, or if not computed we can follow the suggestions of 
Prof. Durand, namely, describe on one side of the vertical a 
rectangle of area near the required area, and sketch in free 
hand the contour. 

After this is done, take planimeter readings, and after the 
area and shape are satisfactory we can measure the widths 
at the point of intersection of the horizontals I, 2, 3, 4, etc., 
with the contour of the blade. We can now remove the 
tracing paper and transfer these measurements to the drawing. 


Jury, 1909. 


International Marine Engineering 


255 


After these points are properly located, we can run a fair 
curve through them, and we have now the developed shape of 
the blade. This then is the ’thwartship view. At a convenient 
distance we erect another vertical line Y” Y”’. This is to be 
the fore-and-aft view of blade and hub. We now set off the 
rake « and through the points I, 2, 3, 4, etc., we produce 
the horizontals to intersect the vertical VY” Y”’. After setting 
off the rake wu, we draw a line from this point, intersect- 
ing the vertical Y” VY” ’ ini, in this case. This is the slope of 
the generating line. Some blades intersect at the point of 
intersection of the vertical with the horizontal. Now, from 
point 7 and point of intersection of Y” Y”’ set off parallel to 


X X’ a distance equal to P — 2 7, draw through these points 
This line is parallel to the generating line. 


a straight line. 


Now where the arcs 18, 2B’, 3D’, etc., intersect the de- 
veloped contour of the blade, erect perpendiculars intersect- 
ing the arcs 1’, 2’, 3’, etc., as at 4. From this point of inter- 
section draw a diagonal to the point 0, and where this point 
intersects the circular arc as at A, this point is a point of the 
projected view. After marking off the points, as above de- 
scribed, a fair curve passed through them gives the boundary 
of the projected area. We can proceed in the same way for 
the other side, but, if the blade is symmetrical, about the center 
line Y Y’ we can step the distances off with dividers, or, better 
still, if the work is done very accurately, we can simply draw 
the horizontal line, such as A B, A’ B’, etc. We now have 
the two views on the thwartship plane. ‘Some prefer to draw 
in the hub first, but as the hub is of small consideration, it can 


| 


1, 


LAYOUT OF A PROPELLER BLADE. 


From the points I, 2, 3, 4, etc., let fall verticals intersecting 
the line X X’ in To, 2c, 30, etc. From the points Ix, 2x, 3s, 
etc., let fall perpendiculars. From the points Ix, 2x, 3x, etc., 
draw diagonal lines, passing through the points Io, 20, 30, etc. 

We then draw the lines To1,,, 202,,. These lines are drawn 
at right angles, respectively, to Ix, Io, 2x, 20, etc. 

Now the point of intersection of the verticals dropped from 
Ix, 2x, 3x, etc., are the radii of the circular area 1B, 2B’, 3D’, 
etc., on the athwartship plane. With the radii 1,, 1x, we de- 
scribe the arc, as above mentioned, passing through 1. With 
radii 2,, we describe the are passing through 2. The center 
points are shown on Y Y’ at 2, 3, 4, etc. After these arcs are 
described, we proceed to describe circular arcs with radii o 1. 
© 2,0 3, etc., passing through the points I, 2, 3, etc. 

Set off from O the distance P + 2 7 and draw from the 
point Z straight lines to the points 1, 2, 3, etc. With Z1, Z2, 
Z3, etc., as radii and O as center, describe the small ares’, 2’, 
3’, etc. 


be left until the different views are finished. 

Taking the fore-and-aft view, we proceed as follows: With 
the dividers take the distance 1B, and set this distance off on 
either side of the line Ix To, using the point Io as center, as 
shown with O’ and O’”’. With the length 2B’ set off on either 
side of the line 2x 20 this distance and do the same for each 
point. Passing a fair curve through these points gives us the 
view when looking at the blade from the tip. 

After these points are located, project up to the horizontal 
line, passing through 77. Thus the point O’ is projected up to 
the line, passing through 1, and we obtain one point on the 
right of 1 as at O”. Projecting point O’” up to 1, we obtain 
point O'Y, Proceeding in this way for the different points, we 
obtain a series of points, and by passing a curve through these 
we get the contour of the blade in the fore-and-aft plane. 

Having computed the thickness of the blade at the root and 
tip, set these distances off and draw a line through them, con- 
necting the blade to the hub with fillets. It is now possible on 


256 


the thwartship plane to show the shape of the blade. This 
needs no explanation, as it is self-evident. 

Assume that we have given the projected dimensions. With 
a distance P = 2 7 set off from O, erect the pitch lines from 
Z to I, 2, 3, 4, etc. With a radius equal to O1, O02, O03, etc., 
and with O as center, describe the circular arcs passing through 
I, 2, 3, etc. With a radius Z1, Z2, Z3, etc., and O as a center, 
describe the circular arcs 1’, 2’, 3’, etc. Where the circular 
arcs pass through the point on the projected area, draw a 
diagonal line to O, intersecting the arc 1’. From this point of 
intersection of the diagonal with the are 1’, drop a perpen- 
dicular. From the point of intersection, as at A, on arc 1, 
draw a horizontal line A B, parallel with X X’, and where the 
horizontal line intersects the perpendicular, this point of in- 
tersection is a point of the developed contour of blade. Pro- 
ceeding thus, we obtain a series of points, and by passing a 
fair curve through same, we obtain the developed contour. 
The fore-and-aft view is as described above. It is as well to 
show the outline of the palm of the blade, showing the lo- 
cation of the holes for studs, the elongations, ete. 

While the method of elliptic arcs is the most workmanlike, 
yet the three methods give precisely the same results. The 
two methods described above are simpler and much easier to 
handle. The writer has used these methods for several years, 
and while, in a majority of cases, he has used the elliptic arcs, 
it was due to the pattern maker measuring and building his 
pattern as described. The proof of the correctness of the 
above construction is very tedious, and space will not permit 
of the mathematical demonstration here. If we lay down the 
elliptic arc we will see that the difference is so slight that it is 
only by mathematical proof that we are able to discern any 
difference. Before closing this article, the writer would like 
to try and impress, not only on draftsmen, but on designers 
in general, the necessity of very accurate data in reference to 
this most important part of marine engineering. In the use 
of this method full-sized drawings of the developed areas were 
made, and when the pattern was made these were tried over 
the blade. The shape was laid out by the three methods de- 
scribed and made to shrinkage rule. There was exact coinci- 
dence. 


SPEED TRIALS OF THE DESTROYER COSSACK 


BY SIR PHILIP WATTS, K. C. B., F. R. S., LL. D. 


In the discussion which followed the reading of Mr. J. k. 
Thornycroft’s paper last year I stated that the Admiralty 
were taking steps to obtain by a series of comparative trials 
additional data concerning the effect of shallow water upon 
the speeds of ships. c 

The trials have been carried out, so far as the exigencies of 
the service have permitted, and, although they are far from 
being as full as could be desired, they will probably be re- 
garded as of sufficient interest to be placed on record in the 
Transactions of this institution. 

A full series of measured-mile runs was made with the 
Cossack at speeds varying from 17 knots to 34.5 knots, first 
on the Maplin Sands, and afterwards at Skelmorlie (depth, 
7.4 fathoms at the Maplins, and 4o fathoms at Skelmorlie). 
They were made under as fair conditions as can ordinarily be 
secured without undue expenditure of time and money in 
waiting for specially favorable weather. The conditions were 
practically the same as on the official trials of this type of ship, 
except that there were no restrictions as to the consumption 
of fuel. The Cossack was chcsen for the purpose as she had 
recently been delivered, and her propeller shafts had been 
calibrated for torsion stresses. 


* From a paper read before the Institution of Naval Architects, April, 
1909. 


International Marine Engineering 


JULY, 1909. 


Each shaft had Bevis-Gibson flashlight torsionmeters of the 
axial type, supplied and erected in place by Messrs. Cammell 
Laird. It was found possible to get a length of shaft of 20 
feet between the two discs of the apparatus, so that the read- 
ings on the scale at the eye piece were fairly open and reliable ; 
and as the torsionmeters, when once fitted, were not disturbed 
till the experiments were completed, any slight fluctuation of 
torque with revolution does not vitiate the comparison of the 
results obtained on the different trials. 

Revolution counters, worked from each shaft, were fitted 
on the upper deck, and a 20-foot water level was erected in 
the middle line plane of the ship, to enable the change of trim 
to be accurately measured. The vessel was kept nearly at the 
same trim and displacement throughout the trials. 

The speeds over the mile were carefully taken by inde- 
pendent observers. The wave profiles were obtained by meas- 


uring down from the gunwale at various positions along the 
Maplin 7.4-Fathoms ——..—... 


Skelmorlie 40} » pes 
g{s _| a: 
2 i Tr N 4 
a Q x B 
S116 [Change of rink \. E 
&| =| by Sterna 
S|4 Alz00y 
o~. het re <a 
2 2) | Bg AT [Bela 
° n 5 
o|2 = 600 LA 60,000 
8 oH Mean Revs. per Min. |_ = 8.H.P| 
n L534) \ 
O° $1500 \ 140,000) 20,000} 
a ro — ( Y- 7 | 
4) iB ie 
Riso Z 39,000 18,000) 
Fara f 
00 ZL 100,000 |16,000 
oe 7 
‘Total|Torques, 30,000/14,000] ., 
~ oD 
| B 
’ 69,000]12,000] 4 
o 
/ 2 
Wa A 49,000 | 10,000] 
5 bar 
pelea ee 7 2 isi 
“Total Shaft 7) B,_| 8,000 )ap 
Horse-Power, 5 rs) 
/ E | 6,000}3 
ro) By 
; s iS 
HI $ | 4,000) 
ef oP 
y | 
| 2,000) 


No eee eo ey dh ee ty hime 

DATA FROM SPEED TRIALS OF THE COSSACK. 
ship. In the case of the stern wave the height and distance of 
the crest astern were accurately measured, and the profile in 
other respects was sketched by an observer. 

The depth of the water in which the runs were made on 
the Maplins was taken at fairly regular intervals throughout 
the trials, the course having been previously carefully sounded 
from end to end, and found to be very uniform in depth. 

The data obtained, after cerrection for any slight varia- 
tion in displacement, etc., are shown in the figure annexed. It 
will be seen that the general characteristics of the curves 
closely correspond to those obtained by Messrs. Yarrow, Herr 
Popper, Major Rota, Captain Rasmussen, and.Messrs. Denny, 
With her maximum power the Cossack is able to develop in 
shallow water a speed of about 1.4 knots in excess of that 
which she would develop in deep water at the same displace- 
ment and with the same shaft horsepower. 

It is probable that the water at Skelmorlie is sufficiently 
deep to eliminate the effect of the bottom in these experi- 
ments. The results given by Major Rota show that a depth 
of 34 fathoms should be sufficient for this vessel’s purpose. 
This is also confirmed by the experiments with a German tor- 
pedo boat in 1904, which showed that at a depth of 4o meters 
the resistance differed but slightly from that at 60 meters. 

The results obtained for the Cossack may be used for other 
vessels of approximately the same size and form, but they do 
not apply directly to vessels differing materially in size and 
form. 


JULY, 1900. 


International Marine Engineering 


257 


SOME EXPERIMENTS WITH LIGHTENED BEAM 
BRACKETS.—II. 


BY R. EARLE ANDERSON. 


The problem now presented is to embody the results set 
forth in the previous table in a practical working formula cap- 
able of being used in determining the scantlings in any given 
case. It is evident that any such formula must be wholly em- 
pirical, and for this reason, and also for facility in using, it is 
desirable that the formula be as simple as possible. As the 
action of the main portion of the bracket is considered to be 
essentially a strut action, it seems proper to base the formula 
on some existing column formula in full realization of the 
facts, however, that the bracket is not a simple strut, and 
that the constants employed in the various column formulae 
in common-use are based upon tests of a nature wholly dif- 
ferent from the nature of the tests undertaken in the present 
investigation. 

After careful scrutiny of the field, the formula most suited 
to serve as a basis upon which to work appears to be John- 
son’s parabolic formula, which takes the following form: 


Where 
p is the ultimate unit stress in pounds per square inch, 
S is the elastic limit of the material in pounds per 
square inch, 
lis the length of the column in inches, 
r is. the radius of gyration in inches, 
c is a constant. 

This formula has the great advantage of simplicity, and 
involves only one empirical constant. Both of these virtues 
make it particularly adapted to such use as that to which we 
propose to put it. 

Means for determining the actual elastic limit of the ma- 
terial from which the bracket specimens were made were un- 
fortunately not available. The value of S had therefore to be 
assumed, and as the nature of the sheet metal and its process 
of manufacture made it very probable that the elastic limit 
would be high, the value of S was taken at 40,000 pounds per 
square inch. 

Using this value and taking successively the four average 
values of p obtained from the four types of brackets, the cor- 
responding values of c are as follows: 


Bracket No. 7,¢=12.45 
OTG— IOS, 
UN, CS= Opi 
12, == 1A AG 
These values, except in the case of No. 11, are very close 
together. The average value is 12. Embodying this value of 
c in the-formula we have 


p= soon — 12 : ) BAM anioe hiewestas (2) 


As was expected, this constant is much greater than those 
used in Johnson’s formula for ordinary columns, the differ- 
ence being due to the eccentric form of the strut portion of 
the bracket, and to the eccentricity of the load. 

We now pass to the application of this formula to the actual 
bracket used on the ship. This bracket is shown in Fig. 3 (page 
223). The most remarkable way of attacking the problem is to 
make the bracket capable of sustaining a bending moment 
equal to, or somewhat greater than, the bending moment 
which the deck beam or the frame bar is capable of with- 
standing. In the case of the vessels on which the beam 
bracket shown in Fig. 3 was used, the deck beam and the 
frame bar are of the same scantling and their section modulus 
is 0.724. Assuming that the ultimate strength of the material 


““ “ 


“ce “cc 


may be 65,000 pounds per square inch, the greatest possible 
bending moment which can be withstood by the bar alone is 
65,000 X 0.724 = 47,000 inch-pounds. 

It is sometimes the practice to consider a portion of the 
plating to which the beam is attached as acting with the 
beam, the breadth of plating so taken being generally three 
times the breadth of the flange of the beam. On this basis, 
and allowing for a rivet hole, the section modulus is 0.96, with 
a corresponding ultimate bending moment of 65,000 * 0.96 = 
62,400 inch-pounds. In the actual case before us, however, 
the thickness of the sheer strake and deck stringer plating is 
very disproportionate to the size of the beam and frame bar, 
and the connections of plates to bars are by small rivets 
widely spaced, and hence probably insufficient to make plate 
and bar act together under any bending moment approaching 
the ultimate strength of the bar. Moreover, the sheer strake 
is connected through washer liners which certainly make any 
such combined action of plate and beam quite impossible. It 
seems proper, therefore, to take the value derived from the 
simple beam, namely, 47,000 inch-pounds, as the bending mo- 
ment to be transmitted by the bracket. 

The next step is to calculate the load which would be pro- 
duced in the two outermost rivets in the bracket by this bend- 
ing moment. The rivets connecting the deck stringer angle to 
the plating unquestionably form a part of the bracket con- 
nection, and these are taken into account for the extent of 
one frame space. The area of each rivet is then multiplied by 
its distance from an assumed axis, and also by the square of 
its distance, the position of the neutral axis is found by mak- 
ing the statical moment equal to zero, the position of the true 
axis is corrected for, and the actual moment of inertia of the 
system of rivets is found, all in the usual manner. 

The neutral axis is found to lie 1.795 inches from the center 
of the rivet in the throat of the bracket, and the moment of 
inertia is found to be 

I = 62.54 


Applying the ordinary formula for uniformly varying 
stress, namely, 
My 
a 
If 


we have for the stress in the outermost rivet, the distance of 
which from the neutral axis is 11.205 inches: 
M X 11.205 
pe SS —— 

62.54 
and for the actual load in this rivet, the area of which, when 
driven, is 0.2485 square inch: 

Pr = 0.179 M X 0.2485 = 0.045 M 
Similarly for the next to the outermost rivet we have 
MX 7.995 
— = 0.1278 M 


= 0.179 M 


62.54 
and 
P’r = 0.1278 M X 0.2485 = 0.0375 M 

The total direct load passing through the outer or flanged 

portion of the bracket is thus 

Pr + P’r= (0.045 + 0.0375) M = 0.0825 M 
whence, by substituting the value of M, previously determined, 
we have for the bracket strut load 3,880 pounds. 

The sectional area through the flanged portion of the 
bracket at midlength is 0.66 square inch. Hence the unit 
stress, due to the direct load, is 

3,880 
= 5,880 pounds per square inch, 
0.66 
To this must be added the stress, due to the bending moment 
produced by the eccentric loading. The amount of the eccen- 
tricity is equal to the distance from the neutral axis of the 


258 


strut section to the heel of the flange, minus the half thick- 
ness of the plate, since the load is applied on one side of the 
plate at one end, and on the opposite side of the plate at the 
other end. For an 8-pound bracket, the neutral axis is found 
to be 0.393 inch from the heel, and subtracting the half thick- 
ness of the plate, or 0.1 inch, we have for the eccentricity 
0.293 inch. 
The bending moment, due to the eccentric load of 3,880 

pounds is therefore 

3,880 X 0.203 = 1,140 
inch-pounds. The moment of inertia of the cross-section is 
found on calculation to be 0.1282 square inch inch square, and 
as the distance from the neutral axis of the cross-section to 
the most strained fiber in compression is found in the same 
calculation to be 0.393 inch, the stress due to the eccentric 
load is 

1,140 X 0.393 

——_—_—_— = 3,480 
0.1282 


\ 


pounds per square inch. Adding the stress due to the direct 
load to that due to the eccentricity, we have for the total 
stress in the most strained fiber 


5,880 + 3,480 = 9,300 
pounds per square inch. 

The next step is to determine whether the bracket is capable 
of withstanding this stress, and for this we use the formula 
(2). It appears wise, however, to adopt for actual use a 
lower value of the elastic limit than was used in interpreting 
the results of the experiments. The reasons for using the 
high value of 40,000 pounds for the thin sheet steel experi- 
mented upon have been stated. For the ordinary medium 
steel of which the actual bracket is made, we will use the value 
of 35,000 pounds as more nearly representing the material to 
be dealt with. This puts our formula in the following form: 


The radius of gyration of the cross- section, found at the 
same time as was the position of the neutral axis and the 
value of the moment of inertia, is 0.441 inch, and as the 
length of the flange is 20 inches, we have 


20 : 
p = 35,000 — 12g — 
0.441 


= 10,700 

pounds. per square inch. Comparing this value, which repre- 
sents the ultimate unit strength of the bracket, with the value 
previously found as the unit stress to which the bracket may 
be subjected by a bending moment in the beam sufficient to 
break the beam, namely, 9,300 pounds per square inch, we see 
that this bracket has a reasonable, but not too great, margin 
in its favor, it being highly desirable, of course, that in a case 
like this, where the fixity of the ends of the beams depends 
upon the efficiency of their connection, the strength of the 
connection should be greater than that of the parts connected. 

Of course, the strength of the rivets requires also to be 
looked into. The information for this has already been ob- 
tained. In determining the load to be supported by the strut 
portion of the bracket, the stress in the outermost rivet was 
found to be 

br = 0.179 M 

Putting in the value previously found for the ultimate bend- 
ing moment of the beam we have 


pr = 0.179 X 47,000 
pr == 8,400 


pounds per square inch, which is, of course, way within the 
strength of the rivet. 


International Marine Engineering 
Se eae ee ee 


JuLy, 1909. 


The original design of the torpedo vessels upon which these 
brackets were used provided for 10-pound plate, but as a 
result of these experiments this was reduced to 8 pounds, 
whereby a considerable saving in weight was effected. 

Further calculations on brackets of smaller dimensions, but 
with the same number and size of rivets and of the same 
thickness of plating, showed that the smaller the bracket the 
greater would be its strength, due to the shortening of the 
strut and the fact that the strength of the shortened strut 
increased more rapidly than did the load transmitted to it by 
the shortened rivet connection, the limit being reached, of 
course, when the stress produced in the outermost rivet is 
equal to the ultimate shearing strength of the material. The 
large size of the bracket was retained in the design because of 
the support given by it to the sheer strake and the main deck 
stringer, quite aside from its ability to resist racking strains. 
It is important to note, however, as a general principle, ap- 
plicable to beam brackets, bulkhead stiffener brackets, and 
other similar structural members, that where the object is 
simply to resist a given bending moment the smallest bracket 
that will admit of efficient riveting will, if its edge be properly 
supported by a flange or by running part of the beam or 
stiffener out on it, be the strongest. 

It may also be noted that where a stiffener of channel bar 
or I-beam section is split and carried down the edge of the 
bracket, or where a reverse bar is thus fitted, the stiffening 
should extend to the toe of the bracket, and it is very desirable 
where it does not cause too great complication to run the 
stiffening past the bracket clips. 

In regard to the accuracy of the formulas (2) and (3), 
should be stated that they are proposed with a Ee eR 
degree of reservation, for while the usefulness of the experi- 
ments upon which they are based exceeded the writer’s ex- 
pectations, the total number of tests was, of course, not great, 
and the uncertainty of the elastic limit of the material used 
introduces an unfortunate element of doubt. Care has been 
taken, however, to make all necessary assumptions on the safe 
side, and it is believed that until more elaborate experiments 
can be made on -full-size brackets the formula (3), if used 
with proper discrimination, will give reasonable and safe 
results. 


Summer Meeting of Naval Architects’ Society. 


The summer meeting of the American Society of Naval 
Architects and Marine Engineers was held at Detroit, Mich., 
June 24 to 26. The program was as follows: 

FRIDAY, 


JUNE 25, 1909. 


1. “Some Model Experiments on Suction of Vessels,” by 
Naval Constructor D. W. Taylor, U. S. N., Vice-President. 

2. “A Method of Determining Pressure for Steam Tur- 
bines,” by Professor C. H. Peabody, Member of Council. 


3. “The Resistance of Some Full Types of Vessels,” by 
Professor H. C. Sadler, Member of Council. 
4. “The U. S. S. Michigan renamed the Wolverine,’ by 
Commander W. P. White, U. S. N., Associate Member. 
SATURDAY, 


JUNE 26, 1909. 


by Charles Ward, Member. 


Arrangement for Vessels on the 
by Alexander E. Brown, Member. 


5. “Shallow-Draft Steamers,” 
6. “Material Handling 
Great Lakes,” 


og, “Nee Strength of Knees and Brackets on Beams and 
Stiffeners,” by H. R. Hunt, Junior Member. 


8, “Towing Problems,” by .T. S. Kemble. 


JuLy, 1909. 


MAST AND DERRICK MOUNTINGS, 


25-TON STEEL DERRICKS, 


Fig. 1 shows a 25-ton steel derrick fitted on deck. The der- 
rick is 50 feet long, 22 inches diameter at the center, 18 inches 
at the ends, and the plating is 7/20 inch thick, with T-bar 
stiffeners 5 inches by 3 inches by 3 inch, with 10/20-inch 
diaphragm plates. A 10/20-inch doubling plate is fitted in way 
of the band for a length of 4 feet 3 inches. The band is placed 
3 feet from the derrick head. and the doubling is arranged 
I foot 3 inches above the band and 3 feet below it. 

The band is 9 inches broad by 1% inches thick. On top of 
the band is arranged a snug, 2% inches thick, to take the at- 


HEEL FITTING 


tachment of the topping lift treble block. On the sides of the 
band 114-inch wrought eyes are worked with a 13¢-inch link, 
the link being made long enough to take the shackle of double 
guys; on the underside of the band a 2-inch wrought eye is 
worked to take a 2%-inch link. The link is to take the 
shackle of the treble purchase block. 

The heel socket is the well-known “cup type” of casting. 
The sole is 2 feet 7 inches broad by 2% inches thick, with 
holes for twelve 1%-inch bolts. The extreme height is 18 inches. 
Four brackets are arranged for; one on each side and two on 
the right-hand side. Each bracket is 2% inches thick. 


International Marine Engineering 


259 


From the center of the ball to the end of the tulip is 4 feet. 
The diameter of the ball is 13 inches, and it is 4 inches thick 
after machining. From the center of the ball to the end of 
the derrick is 1 foot 10 inches. The thickness of casting 
varies from 4 inches at the ball to 2% inches at the end of the 
derrick. From the end of the derrick to the end of the tulip 
is 2 feet 2 inches, and the diameter of the derrick for that 
distance is 18 inches. The thickness of metal in the tulips 
varies from 134 inches at the end of the derrick to 1% inches 
at the end of the tulip. The tulip is 9 inches diameter at the 
ball. The ends of the derrick are closed with 6/20-inch 
plates tapped on. 

25-TON WOODEN DERRICKS. 


Fig. 2 shows a 25-ton derrick 40 feet long, 21 inches diam- 
eter at the center and 16% inches diameter at the ends. This 
derrick is fitted on a mast, and on the mast are two brackets, 
4% inches deep by 7% inches broad, with soles 5 inches deep 
and 14 inches thick, of sufficient length to take eight rivets 
on each side of the mast. A distance piece, with jaws, is 
fitted between the brackets, to take the shod of the derrick. 
A pin,.3!%4 inches diameter, is let down through the brackets 
and sleeved jaw; 2% inches clear metal is left round the 
brackets and sleeved jaw. The jaws are 2 inches thick. From 
the center of the bracket pin to the center of the derrick pin 
is 9 inches. The snug taking the derrick pin is 7 inches deep 
by 3% inches broad. The length of heel shod from center of 
derrick pin is 3 feet 10%4 inches. The forks of the shod are 
4% inches broad by 1% inches thick, tapering to 3 inches broad 
by 34 inch thick. At the heel of the derrick the shod is 13¢ 
inches thick. Four 1-inch clinched bolts are fitted. Two bands 
are fitted 1 foot 10 inches apart, and are 6 inches broad by 
3% inch thick, and 5% inches broad by 34 inch thick, respec- 
tively. Eyes are fitted on the underside of the bands when 
it is considered necessary. 

The upper band is 1 foot from the head of the derrick, and 
it is 7 inches broad by 1% inches thick; on the upper side of 
the band a snug is fitted to take a 134-inch shackle. This 
snug is 2 inches thick, and the shackle pin which passes 
through is 2 inches diameter; the height of the snug is made 
to suit the shackle. A 13-inch link, taking a 114-inch chain 
as a bridle, is fitted to the shackle; 1™%-inch eyes are fitted at 
the sides of the band to take a 13@-inch link for double guys. 
On the lower side of the band a 2-inch wrought eye with a 
2¥4-inch hole is worked; through this eye is fitted a link 12 
inches by 8 inches by 2% inches, to take the shackle of the 


260 


purchase block. At the head of the derrick a plate is fitted, 
5 inches broad by 5¢ inch thick, with stops at the top and 
bottom of the band to prevent the band from moving when 
loads are applied. 

The lower band is spaced from 4 feet 6 inches to 6 feet 
from the upper band; it is 6 inches broad by 11% inches thick, 
and the snug at the head is the same as for the upper band. 
No eyes are worked for guys. A 134-inch wrought eye is 


SS 


136 Link\ SJ 
RS 


| 18% Shackle 


worked on the underside, with a 2-inch hole to take a link 10 
inches by 5 inches by 134 inches, to which is attached the 
shackle of the purchase block. 

The sliding link is 6 inches broad and 2 inches thick. A 
snug, 2% inches thick, with height and breadth to suit a 
2-inch shackle which is fitted to a sliding link, is also fitted. The 
2-inch shackle may either take a 5-inch F. S. W. R. topping 
lift or a treble block, depending on the requirements of the 
shipowner. 

Fig. 3 shows two types of cargo spans. The upper sketch 
shows the type usually fitted between masts. The span is 
3% inches F. S. W. R., with a ring 144 inches thick, having 


FIG. 4, 


an internal diameter of 6 inches. The ring is connected to, the 
span with 14-inch shackles. A 1%-inch shackle is fitted to 
take a gyn block. This style takes loads of about 6 tons. 

The lower sketch shows the method of fitting spans from 
mast to deck. The length of 14-inch chain may vary from a 
few feet up to 20 feet when the ends are secured to 4%-inch 
F. S. W. stays. A long link is fitted, through which is passed 
a 1¥-inch shackle, and from this shackle the gyn block is 
hung. A safe working load on this span would be 10 tons. 
When it is desired to move the gyn block over any part of 
the hatch, long links are fitted to eye plates on deck, and the 
span is shackled to the most convenient one. 

The sheave of the lead block is 13 inches diameter and 2 inches 
thick. The sheave pin is 114 inches diameter, grooved for oil 
and fitted with a feather at the head to prevent the bolt 
turning. From the center of the sheave to the underside of the 
crown is 12 inches, and from the center of the sheave to the 


International Marine Engineering 


JULY, 1909. 


center of the distance piece is 9 inches. The crown is 214 
inches deep. From the crown to the center of the shackle pin 
is 2% inches. The swivel head is 1%4 inches thick, with a 
breadth and height. to suit a 14-inch shackle; the swivel is 
14 inches diameter. The jaws of the block at the crown are 
2% inches broad by 5% inch thick, and at the distance piece 2 
inches diameter by %4 inch thick. The check plates are 5/20- 
inch thick, and the over-all width of the block is. 14 inches. 


PROPELLER COMPUTATIONS. | 


BY CHARLES S, LINCH. 


In the issue of INTERNATIONAL MARINE ENGINEERING for 
February, 1905, there appeared in the editorial on propellers 
the following: 

“The propeller of the present day is very largely an evolu- 
tion. This evolution has proceeded, not along strictly scien- 
tific lines, but, if we may so state it, along the lines of least 
resistance. One designer has followed blindly in the foot- 
steps of another, giving vent, perhaps, to a few of his own 
ideas in the matter, but being in the main fully as mindful 
of precedent and subservient to it as would cheer the heart 
of the most pettifogging lawyer to be found in a day’s journey. 

“The existence of such conditions would appear to indicate - 
that there is no scientific basis for the design of the screw 
propeller, which canclusions are by no means in accordance 
with the truth.” 

The truth of the above remarks are self-evident to any one 
conversant with the methods of design carried on in some of 
our shipyards. There seems to be an abhorrence of scientific 
investigation, and an utter disregard for the compilation of 
data, preference being manifest for rule-of-thumb methods 
and so-called judgment. I do not mean to say this obtains in 
all cases, but so much of it has come under the observation of 
the writer that at times one wonders how it is possible that 
such conditions obtain. It is true that one or two of the 
principal works are considered too mathematical, but to those 
who care to design a wheel from formule derived from scien- 
tific investigation these works can be used. Durand’s Re- 
sistance and Propulsion of Ships is so arranged that one needs 
but ordinary arithmetical knowledge to solve the problem of 
the proper proportions. Taylor’s Resistance of Ships presents 
no difficulties, and the student or designer who cannot handle 
these works in their entirety should not be entrusted with the 
design of a propeller wheel, or, in fact, any marine machinery, 
as the days of rule-of-thumb methods are fast passing away. 

It should be the aim of every designer to have at hand a 
series of curves or characteristics of blades—and in a short 
time one can accumulate quite a number which will cover a 
very wide range. The idea of considering the time spent in 
plotting these curves.or making the necessary computations as 
wasted, or that they are too difficult for every-day use, is an 
utter fallacy. 

In the issues of INTERNATIONAL MARINE ENGINEERING for 
December, 1907, and January, 1908, there was published a very 
complete description of the Hamburg-American steamer 
Kronprinzessin-Cecilie. We will take this ship as an example, 
and not only show how closely both Durand’s and Taylor’s 
formule agree, but we will lay down the wheel and show the 
characteristic curves, and substitute the values and solve the 
equations. 

DATA. 

The designed indicated horsepower of each engine is 3,035; 
the designed revolutions per minute 79. The sea speed is 
taken at 14 knots. 

From indicator cards in the writer’s possession of a similar 
engine the friction was 10 percent. For a ship of these lines 
we would assign a wake factor of about 15 percent, a true slip 
of 25 percent, and the apparent slip will be 14 percent. 


Jury, 1909. 


COMPUTATIONS BY DURAND’S METHOD. 


The useful work is equal to. (pitch X revolutions)® x 
(diameter)* >< constants; or, if written as a formula, we 
have 

(U = UP XS IRI? XK IP SK OSX le SU SK ae 

The values of the constants are given in Durand’s work. 
The writer enlarged the curves of area ratio and thrust ratio 
m from Durand’s analysis and from Froude’s investigations, 
and the values are more accurately determined. 


PITCH. 
14 < (1 — wake factor) = 14 & (1 — 0.115) = 
11.9 knots. 
II.9 X 101.3 = 1,205.47 feet per minute. 
(i — 0.25) P X R= 1,205.47, 
or 0.75 P & R = 1,205.47 feet 
Therefore, P X R = 1,607.20, 
But R = 79 per minute. 
Therefore, “P = 1,607.29 — 79 = 20.345 feet. 
The pitch as built was 20.343 feet. 


International Marine Engineering 


201 


DEVELOPED AREA, 

Taking the thrust ratio, or m, 
where, by judgment, the curve of pitch ratio, 1.18, would 
intersect the horizontal, we find the area ratio would be 37 
percent. That is, the area of developed surface would be 
37 percent of disc area. The disc area would be 232.35 square 
feet; therefore, the area of developed surface would be 85.969 
square feet. The area as given was 85.23 square feet, a dif- 
ference of 0.739 square feet, or 0.134 square feet for each blade. 
The diameter as built being 17.0625 feet, the corresponding 
disc area is 230.465 square feet, and 37 percent of 230.465 
square feet equals 85.27 square feet. 

What is involved in this computation? A designer should 
have at hand wake factors for different ships and also blade 
factors, and when equipped with these he is in a position to 
handle these equations with a degree of confidence. 


as I.05 and passing over to 


COMPUTATION BY TAYLOR’S METHOD. 


It is not out of place to say right here that Mr. Taylor’s 
methods were rigorously deduced from the experiments of 


Soe I pe ee ee see AA fs 
lees ° = ‘ FATNESS Fae Sep te : aaa I ao ‘a! 2 
| Ve Wr AAS Ah | Ls: ill i 5 AC SI Ze E ia 

H anime aoa ae Bx =e s 
| at | Poe | AaB: 
} - - = =o hR area | aa] ito oH rowed 3 Ir aaa ets pe oats 2 I 
j-—-——- 133 | al 2s eS OW A Qf eA) | 
- 183 le SU IE Ss IE: A ar a NV 
H + Aes RI H etn 7s : -—|—~tsSlol 3.3, 3] d 
(sam, et WS Ths 053] Beh SASL INI H ceullls ors NSIS 
[eee ESL Sa ue: 3 rata e 
| | Area of Blade" |...% , : | Area of Blade loa Bd a - Nw -—43, area of Blade 8=-: 3, ig 
= 19.28 sq.ft. \ ve \\ T= d0!728 sq.ft. \7S3 \j ' : E 21.271! sq. 4 > 
—-—}-—-— 25 - = a is | 3 & 
[ee , Peet it , : 
\ P=Se== ; | Saale ised ioe ah i = aaa Ne 
| i | Ho : 
[ = | \ | I -+ = a = Joa — -+ eit == loa 
\Es ai \e Pe 
' 
STANDARD ELLIPTICAL BLADE STANDARD BLADE BLADE AS BUILT 
DIAM. 17.0625 FT. PITCH 20.343 FT; DIAM. 17.0625 FT: PITCH 20.343 FT, DIAM. 17.0625 FT. |PITCH 20,343 FT, 


Mean Width Ratio = 0.171 Mean Width Ratio = 0.184 Mean Width Ratio == 0.189 

Xf For this Ratio = 0.448 Xf For this Ratio == _ 0.470 Xf For this Ratio = 0.461 

YA ou “ (he= = 0.668 Yr “ “ “ = 0.702 Yf “ “ u — 0.698 

Zp 0 Ce “ == 2.052 ip “ — 2.267 ep GB 6 « == 2,164 
COMPARISON OF DIFFERENT TYPE BLADES. 


DIAMETER. 

The log of P X R, or 1,607.29 ~ 100 = log of 16.0729 = 
1.206099. = 

Log (16.0729)* = 1.206099 & 3 = 3.618207. 

Corresponding number = 4,151.6. 

The value of k = 0.193. 

The value of / = 0.670. 

The value of m 1.05. 

The value of 7 1.03. 

Assume an efficiency of 63 percent. 

Therefore, useful work = 3,035 & 0.9 X 0.65 = 1,720.845 
horsepower. 

Now, substituting and solving for D, we have 


1,720.845 
ID? = 


= 2.96 
4,151.6 X 1.03 X 0.193 * 0.67 X 1.05 
DI= 2506) X 100) 206, Di VBoo'= 17-2 feet. 
Therefore, diameter of wheel — 17.2 feet. 
- The value of 7 is the blade factor. 


The diameter of wheel, as built, was 17.0625 feet, or a dif- 
ference of 1.65 inches, or 0.8 percent. 


Froude, and are based upon his investigations. In the figure is 
shown the blade as built, and the three curves determining the 
characteristics X12, Ye and Zt. Now, the brake-horsepower 
is equal to three times the number of blades in one wheel 
times the square of the diameter and constants, or 


IP S< IR 2 
3, Jal, 12, 334 X —————— IX DD (GSt Xt + FZ). 
1,000 
Where Z = Number of blades, one wheel. 
D = Diameter in feet. 
P = Pitch in feet. 
R = Revolutions per minute. 
b = Mean width ratio. 
a= 84 — 1 &X diameter ratio. 
St = True slip. 
Xt = Characteristic. 
f = Coefficient friction = 0.045. 
Zt = Characteristic. 


Let us take the diameter as built, namely, 17.0625 feet: 
We found P & R = 1,607.29. 


to 
ON 
vo 


IP S€ Ike 
——_—— = _ 60720. 
1,000 

Log 1.60729 = 0.206099. 

Log (1.60729)* = 0.618207. 

Corresponding number = 4.1516. 

Diameter = 17.0625. 

Log 17.0625 = 1.231970. 

Log (17.0625 )° = 2.463958. 

Corresponding number = 201.1. 
17.0025 

Diameter ratio = ——————. = _ 0,838 
20.345 


The, value of a = 84 — 0.838 = 7.56. 
The value of Xt = 0.461. 
The value of Z: = 2.164. 
Substituting the values in the above equation we have 
by, lal, JP, == GOS SX OO = ARI 
Therefore, solving for mean width ratio we have 


r= 2,731.5 


3X4 X 4.15 X 201.1 X (7.56 X 0.25 X 0.461 + 0.045 XX 2.164) 


= O10) 
mean width ; 
3ut >) = therefore mean width = 0.19 X 
diameter 
17.0025 = 3.24 feet. 
area of blade 


Mean width = 


diam. wheel — diam. hub 


2 


Therefore, area of blade = 3.24 X 6.544 = 21.202 square feet. 

The developed area of four blades equals 21.202 multiplied 
by 4 or 84.808 square feet. The diameter of hub was 
made 3.9739 feet. The area of Fig. 1 by planimeter was 21.271 
square feet. This would make the total area of the wheel 
equal 85.084 square feet. The difference is due probably to 
the difference between points taken for area by the builder 
and the writer. In looking over the two methods we find 
for Durand’s method the diameter of wheel is less than 
I percent larger than built. The developed area is nearly 1 
percent greater. The pitch is exactly as built. With Taylor’s 
method we would use the diameter as built. The pitch would 
be exactly as built, and the developed area 0.1 percent less 
than built. 

In plotting curves of every blade we soon have a series of 
curves, the value of which to the designer cannot be over- 
estimated. 

Sufficient has been said to show the value and the readiness 
of computations from these investigations, and in analyzing 
the performance of wheels the ease and readiness with which 
they can be handled commend themselves to the designers. 
The time spent in using them is far less expensive than re- 
placing new wheels on a ship, though it is hard to convince 
some of this fact. 


Results with Producer-Gas Motor Boat. 


The producer gas motor boat Marenging, recently built for 
H. L. Aldrich, publisher of INTERNATIONAL MarINE ENGI- 
NEERING, and described on page t10 of our March issue, has 
now been in service nearly two months, and has traveled ap- 
proximately 1,248 miles. Anthracite pea coal has. been used 
on all these runs, and the results, exclusive of dock trials, 


show that the boat will average between 800 and 900 miles on . 


a ton of anthracite pea coal. 


International Marine Engineering 


JULY, 1900. 


BREAKDOWNS AT SEA. 


Repairing a Broken Stern Gland at Sea. 


A few years ago, while I was fourth engineer of the steam- 
ship V —, en route to San Francisco and the Hawaiian 
Islands, we encountered that well-known and treacherous 
weather which frequents the region of the Straits of Magellan 
during the months of June, July and August. As the wind 
and sea grew more and more violent the ship rolled and 
pitched excessively, the indicator in the engine room at times 
showing a list of as much as 35 degrees. Notwithstanding the 
severe weather, however, everything in the engine room was 
working satisfactorily, with the exception of the thrust and 


rc 


FIG. 1. FIG. 2. 


spring bearings, all of which carried a very high working 
heat. 

Things continued in this way for the first two days, but on 
the third day, when the storm was at its height and every- 
thing on board the ship was getting a thorough sea test for 
its stability, one of the oilers, while paying his half-hourly 
visit up the trembling shaft alley, discovered that the port 
stern gland had been broken by the excessive springing of 
the tail shaft. The nature of the fracture is shown in Fig. 1, 
the piece A having dropped out and allowed some of the 
flax packing to work partly out at that point. 

In order to effect repairs all hands were called and the 
port engine stopped, as there was a very dangerous shaft 


FIG. 3, 


coupling revolving about 18 inches from the broken gland. 
After the engine was stopped it was found that there was 
no loose, heavy iron or steel with which to make suitable 
repairs strong enough to withstand the vibrating strains 
which had caused the fracture. Nevertheless, we had to do 
something, so the chief engineer gave orders to unhinge a 
small, heavy iron door about 2 feet by 5 feet by % inch 
thick, that led from the donkey boiler room to the ‘tween 
decks. This was marked off the exact size of the gland, 
Fig. 2, and then it was cut in two, and a 2-inch hole drilled in 
each corner for the studs to pass through; also 1%-inch 
clearance holes were drilled at 1, 2, 3, 4, 5 and 6 to correspond 
with the repair studs that were being put into the broken 
pieces of the gland by two oilers. 

After the door had been cut up, making two complete plates 


Jury, 1909. 


with a total thickness of I inch, it was necessary to place a 
strip around the plates to clamp the four sides of the gland 
together; so, with the balance of the iron door two pieces 
were made 2 feet 8 inches long and 6 inches wide, with a 
1%-inch hole drilled in each end. Then a slice bar was cut 
up, making two studs, 2 feet 6 inches long, which passed 
through the holes and clamped around the gland, as shown in 
Fig. 3. After bolting on the double thickness of plates and 
setting up the gland, the engine was started and the ship pro- 
ceeded on its voyage. 

This repair job held out remarkably well, considering the 
fact that the bad weather kept up for a week longer, and no 
further trouble was experienced with it during the remainder 
of the trip, which occupied about six months, four months 
of which was running time. 


The Use of Wood for Breakdowns on Board Ship. 


It is not suggested that wood should form the basis of a 
permanent repair, but that it forms a very useful medium 
where the ship does not carry a sufficient number of spare 
parts to enable the engine room staff to do more than patch 
up the job until the ship arrives at port. 

It frequently happens that when the circulating pump bucket 
is packed with rope the chamber becomes so much scored that 
the working life of even the best rope that can be used for 
packing is only a few days. In order to get over this wear of 


Fic. 1. 


material, and the constant annoyance of stopping, due to these 
causes, a good plan is to pack the bucket with wood in the 
following manner: The staves of a barrel which has been 
used for packing pork or beef or oil may be taken and cut off 
to the required length in order to fit between the faces of the 
bucket, as shown in Fig. 1. They should then be fitted into 
the bucket, using a rough file or rasp to make them of suitable 
shape. The diameter should be slightly slack, in order to 
allow the wood to swell under the action of the water. It will 
be found that this will make a good, tight job, and also that 
the action of the wood will in almost every case be such as to 
smooth down the scores on the interior surface of the cham- 
ber, so as to enable rope to be used again in the pump. 

A common mishap on board ship is the fracture of the rams 
on the feed or bilge pump, and should there not be a suitable 
spare part a wooden ram may be fitted, as shown in Fig. 2. 


FIG. 2. 


In such temporary repair work a boat’s oar has been used 
for this purpose, making the wood a good fit in the cross-head. 
Soft packing should be used and the gland left slack until the 
wooden ram has expanded. This is a valuable method in 


case one feed pump ram is not able to adequately feed the 
boilers. 


International Marine Engineering 


263 


A rather daring method of repair with wood is in packing 
the steam piston. It sometimes happens that the piston itself 
fractures, as shown in Fig. 3, a certain amount of metal being 
left on the piston rod, the rest breaking away. As a temporary 
repair wood may be used, as shown in Fig. 4. Wood seg- 
ments are made so as to fit into the metal remaining on the 


a 
DY DIY Say 
SO 
“I Kung hse 


ae 
ANY 


ANN 
U 


piston rod, and these are bound together with iron plates on 
either side, fitting up to the fracture and clamped by means 
of bolts, in order to further strengthen the part. The washer 
may be replaced by a piece of steel plate extending over the 
fractured part, having holes drilled in it to receive the bolts 
which clamp the plates on the upper and under side together. 
In order to preserve the strength of the wood it may be useful 
to make the packing up of two or three layers of wood, so 
arranged that the grain of one layer crosses that of the other; 
This not only 
but also gives greater mechanical 


also a split-joint arrangement could be adopted. 
insures steam tightness, 
strength in order to resist the bending action due to the steam 
pressure. 


Repairing a Broken Circulator Piston. 


In September, 1906, I was filling the position of third as- 
sistant engineer on the steamship R ——, bound from 
New York to Galveston, Tex., and the first day out we en- 
countered extremely rough weather, which at times caused us 
to slow the engine down owing to the excessive pitching 
and rolling of the vessel. Things went well at first, except 
that the thrust bearing carried a high heat, due to the sudden 
thrusts put upon it every time the ship would pitch and the 
engine give those well-known quick jumps before being 
throttled. On the fourth day, however, at 1.30 A. M., when 
the second assistant was on watch, a sudden succession of 
rapid cracks from behind the condenser suddenly brought the 
sleepy oiler to his senses, and, just as he ran around the 
engine, he saw the circulating engine’s piston rod, cross- 
head brasses, etc., break loose from the connecting rod and 


136. Hole 


Tron Plates 


With the 
circulator broken down and no pumps available to act in its 
stead, the engine had to be stopped until all hands could get 
below and rig up a jet condenser, the necessary connections 
being fortunately available for this purpose. 

After the engine was again started, the cylinder head of 
the circulator was taken out, and it was found that the piston 
was completely smashed into small pieces beyond the hope of 
repair. The chief gave orders to make a temporary piston 
out of wood, the exact size of the cylinder bore, and rein- 
forced with iron plates. This resulted in an argument be- 
tween the chief and the first assistant, who claimed that a 
piston made in this way would swell in a short time and grip 
the cylinder walls and stick fast, whereas if it were made of 
a smaller diameter to allow for swelling it would permit too 


pound up and down a few times in the cylinder. 


264 


much steam to leak by to operate the engine. The chief 
finally had one made the exact size of the cylinder bore, rein- 
forced with circular plates cut from an ashpan damper, which 
were placed each side of the wooden piston and fastened with 
through bolts. After this was finished the engine was started 
up, but it ran only about five minutes when it stuck hard and 
fast, so that it was necessary to split it up to get it out. 

We then proceeded to make another piston along more 
mechanical lines. We first cut two circular plates from 
another ashpan damper % inch smaller than the diameter of 
the cylinder bore,’ the top plate with a center hole 1% inches 
diameter and the bottom plate with a center hole 13@ inches 
diameter to correspond with the taper on the piston rod. 


(2 5. SSeS. 
9O Q 
@ 9 


FIG. 2.—FINISHED PISTON. 


Then a circular piece of oak wood, 2% inches thick, with a 
13-inch hole through the center, was cut out, 1% inches less 
than the diameter of the bore. After the center holes in the 
two plates and the wooden disc were bored they were bolted 
tightly together, while five %-inch holes were drilled through 
the piston to receive binding bolts. The piston was then 
bolted securely together and placed in the cylinder, and fitted 
on the piston rod. While placing in the cylinder, however, 
five turns of 54-inch rod packing were wound around the 
wooden part. This junk piston was tested by blocking the 
fly-wheel and admitting full steam pressure on top with the 
bottom drains open, allowing the steam to leak by the piston 
for a few minutes until it was fully expanded and became 
steam-tight. The engine was then started, and the piston 
gave satisfactory service for two months before a new cast 


FE J. W: 


iron one was made. 


How to Run an Engine With a Broken High-Pressure 
Slide Rod. 

A good many marine engineers do a lot of unnecessary work 
in order to get their engines into running order after the 
breaking of their high-pressure slide rod, an accident which 
is not at all uncommon at sea. They go to the extent of dis- 
connecting the high-pressure connecting rod, slinging up that 
engine, blocking up the steam ports and various other miscel- 
laneous jobs, before they get their boat under way again. It 
may therefore be of interest to briefly detail a method that 
was adopted in the breaking of a high-pressure slide rod in 
a two-cylinder compound engine. The spindle was broken in 
the valve at a bad weld, and all that was necessary to run the 
ship into port on the low-pressure engine was the following 
procedure: 

The high-pressure slide valve was taken completely out, and 
the rod was examined in order to see if it was bent in 
the stuffingbox . As this was not the case it was left in its place, 
free to move up and down with the motion of the eccentric. 
Liners were placed under the feet of the low-pressure valve 
rod in order to obtain an additional amount of steam on the 
up-stroke, and the steam pressure was reduced in order to 
suit the engine working on the low-pressure cylinder only. 
After one or two attempts the low-pressure crank passed over 
its top center, and after this everything was plain sailing. As 
the high-pressure piston was in equilibrium, there being equal 
pressure on the top and bottom surfaces, there was no neces- 
sity at all to block up the steam ports, and there was also 
no necessity for disconnecting the connecting rod and slinging 


International Marine Engineering 


JULY, I909. 


up the high-pressure engine. The extra steam consumed in 
pulling round this engine did not amount to very much, 
although, of course, the consumption of coal was slightly in- 
creased. A great point, however, was that the time taken in 
effecting the repair was considerably reduced over the ordi- 
nary method above described, and this is a very important 
factor where the vessel may be in a heavy sea. 


The Fracture of a Tail Shaft. 


On board a boat which was proceeding under water ballast, 
with a quantity of sand ballast in the afterhold, a fracture 
occurred in the tail shaft just inside the stern tube, as indi- 
cated in the sketch. The first step in order to make repairs 
was to remove the sand ballast from the afterhold onto the 
forward deck and also to pump out the water ballast in the 
after-hold. This set the ship down by the head, thus lifting the 
stern tube clear out of the water. At this stage of the pro- 
ceedings it was found that the propeller and the afterpart of 
the shaft had dropped off, and were, of course, lost. 

It was next attempted to draw the shaft through the liner 
into the boat, but it was found that this could not be done, and 
jacks had to be applied in order to push the crank shaft out 
again. A staging was therefore hung over the stern of the 
boat, and upon inspection it was found that the shaft had 
broken at a point about 3 inches inside the liner, and it had 
expanded this liner, thus preventing the shaft from being 
drawn through because of a cutting action. It was therefore 
necessary to cut off the expanded part; and after this was 
done the shaft was got into the boat. A wooden block was 
then made and put in the stern tube until the spare shaft was 
made ready. Fortunately the ship was well equipped for the 
job, and there was a spare shaft and propeller in reserve. 
Moreover, the after end of the tunnel was built to such a 
height that the broken shaft could be taken out and the new 
one put in without having to take the tunnel top off. Bars 
were fitted onto the tunnel and bolted onto the same, upon 
which the shaft rested, so that there was no necessity to use 
blocks of wood. At the same time the whole experience was 
a rather trying job, because, as the ship was in the Atlantic, it 
was constantly rolling, which rather impeded the progress of 
the work. 


A Broken Slide=Spindle Block. 


Fig. 5 shows the construction of a slide-spindle block which 
was fitted on a boat trading between Great Britain and 
America. In order to take up the wear and tear of the block 
on the top and bottom faces of the link, and to render it ad- 
justable at all times, a fitting called the “gib key” is fixed to 
the block by means of two %-inch tap bolts on each side. It 
is customary to reduce this adjustable fitting a sufficient 
amount to allow of several thin liners being placed on each 
side, in order to take up the great wear and tear occasioned 
by the constant working of the block on the go-ahead end of 
the link. : 

In the case under consideration this adjustment had been 
made a few days preyious-to the accident, and, unfortunately, 
it had been left too tight, so that when the boat was stopped 
for a pilot and the éngines were ordered “full astern,” the 
block suddenly snapped off at the top as shown in Figs. 1 and 
2. This practically disabled the engine, and as the next step 
of the voyage was to proceed up the Mississippi, where a con- 
siderable amount of “backing and filling” would take place, 
it was considered more ‘advisable to come to anchor and make 
an immediate sound repair of the fracture than go ahead with 
the partially disabled boat. Fortunately, a small country 
blacksmith’s shop was found in the vicinity of the anchorage, 


Jury, 1909. 


International Marine Engineering 


205 


and he had a few pieces of square section steel bar of various 
sizes which would form raw material for the repair. 

The first step was to chip off the rounded ends of the block, 
as shown in Fig. 1, in order that a good bedding surface could 
be obtained for the bands which were to be applied. Four 
holes were then drilled and tapped on each side of the block, 
well down into the lower half, as shown in Fig. 2. Each hole 
was 36-inch tapping size, and the holes were recessed suf- 
ficiently to allow the tap bolts to be let in flush with the top 
of the block. In order to bring these bolts squarely into 
place, slots were placed in their heads, and they were firmly 
and tightly screwed into position by means of a screwdriver 
fitted into a ratchet brace. The appearance of the repaired 
piece is shown in Fig. 3. 

A steel band of 54-inch square section was then made of bar 
material, strongly welded, and this was firmly shrunk over the 
four sides of the block at the part previously occupied by the 


Recessed % 
Fig,1 for Tap Bolts 


% 3 Tap Bolts 


” 


IK Square SteelY 


Fiz.5 


rounded shaded portions in Fig. 1, one of these bands being 
placed at each end of the block. This effectually covered up 
the recessed heads of the tapped bolts and rendered them 
safe from working slack and coming out. The whole repair 
Was a very neat and substantial job, and—from another vital 
standpoint—it was a very cheap one. The blacksmith’s charge 
for his part of the work, including labor and material, was 
only $6, and the engine-room time occupied was only a few 
hours. In order to show that it was a perfectly sound repair 
it may be mentioned that the boat came through a very fierce 
Atlantic gale with it, and had it in use for nearly four 
months before it was possible to get it replaced bya new one. 

It was decided by the inspecting engineer to keep this re- 
paired block as a standby, and at the same time it was sug- 
gested that the three go-astern ends of the links should be 
softened and reduced in order to render the links capable of 
being changed end for end when necessity arose. It may be 
of value to suggest here that if the majority of engine builders 
were to adopt the construction already made by one or two 
well-known builders, and were to fit the pin in the center of 
the link where the drag arms are coupled, the tedious process 
of softening and reducing could be entirely obviated. 


Broken Coupling Bolts on a Marine Shaft. 


In the event of the bolts in a shaft coupling working slack 
and breaking away, if some form of replacement is not made 
the ship is virtually helpless, and it frequently occurs that 
there are no spare parts for such a purpose on board ship. 
This has been overcome in practice by taking out one bolt 
from each of the other shaft couplings and fitting these into 
the coupling which is disconnected by the broken bolts, and the 
repair has been strong enough to bring the ship home. 


THE MARINE STEAM ENGINE INDICATOR.—I 


BY LIEUT. CHARLES S. ROOT, U. S. R. C. S. 


Almost coincident with his invention of the steam engine, 
James Watt brought out the steam engine indicator. Hand 
in hand they have progressed towards that goal of all in- 
ventions—perfection. Improvements in the steam engine have 
been met with equal advancements in the design of the 
indicator to adapt it to such new conditions as have arisen. 
Volumes have been written on both subjects, and at the pres- 
ent time there is little that is new to be said on either. How- 
ever, of the many treatises on the indicator, there is none 
which does not contain some feature not embodied in other 
books on the subject, and the object of the writer in the fol- 
lowing chapters will be to bring out the best features of the 
standard literature on the subject, and in general to give a 
resumé of marine indicator practice as it exists to-day. 


HISTORICAL. 


The original Watt indicator consisted of a small steam 
cylinder, open to the atmosphere at one end and in communi- 
cation with the engine clearance space at the other, through 
a suitable pipe and cock. Working in the cylinder with a nice 


Fic. 1. 


sliding fit was a small piston, its rod towards the outer end 
of the cylinder, the combination being constrained to move in 
a straight line by a guide near the outer end of the rod. The 
movement of the piston was regulated by a helical spring 
surrounding the rod, fixed to the frame of the instrument at 
one end and to the piston at the other. When the pressure in 
the cylinder was greater than that of the atmosphere the 
spring was compressed, and when the exterior pressure ex- 
ceeded that within, the spring was extended. With the en- 
gine in operation the indicator piston was caused to recipro- 
cate, the changing pressures being indicated by a pointer at- 
tached to the outer end of the piston rod sliding over a fixed 
scale. With the slow, rotative speeds of the early engines, it 
was possible to obtain an idea of the action of the steam in the 
main cylinder by watching the pointer, and’ Watt made 
great use of the instrument in this shape in perfecting his 
engine. 

The first improvement on the original instiunrent was made 
by Watt himself, and consisted of the addition of a sliding 


International Marine Engineering 


JuLy, 1909. 


200 
panel moved by the parallel motion of the main engine. The 
instrument as used about 1815 is shown in Fig. 1. A is the 


steam cylinder, B the stop cock, through which connection is 
made with the engine cylinder, C the piston, D the piston rod, 
E the spring, F the pencil holder, G the cord attached to the 
parallel motion of the engine for the purpose of pulling the 
panel H/ to the left, and J the cord and weight for hauling the 
panel to the right on the return stroke. With the instrument 
connected up and the engine in operation, the panel with the 
paper card (K) attached, had a reciprocating motion hori- 
zontally, which was a reduced copy of the motion of the 
engine piston, and its position at any instant was an index 


TTT 
G 


ile) 


Uttar: ri! 
c- 
Ui 


FIG. 2. 


of the piston position at that time. The pencil, by its vertical 
height, indicated approximately the varying pressure in the 
engine cylinder at every instant. The combination of these 
two motions caused the pencil to draw a closed diagram on 
the card as shown in the figure. The inclosed area has been 
cross-hatched in order that it may be easily distinguished. 

McNaught’s indicator, which followed that of Watt, is 
shown in Fig. 2. This instrument was in general use until 
about 1862. It differed from the Watt instrument in that a 
drum, turning on a vertical spindle, was fitted in lieu of the 
sliding panel, and a spiral or helical spring inside the drum 
took the place of the counterweight. Various forms of this 
instrument were made in Great Britain and the United States. 
Fig. 2 was taken direct from an early American McNaught 
indicator, now in possession of the American Steam Gauge 
& Valve Manufacturing Company, of Boston, Mass. 

Owing to the length of spring and the long piston stroke 
necessary to produce legible cards, this instrument was suit- 
able only for the most moderate pressures and rotative speeds. 
When an attempt was made to use this apparatus with the 
higher speeds coming into use in the fifties, the long and 
tremulous spring was put into violent oscillations by the 
momentum of the movi parts, with the result that the cards 


) 


were neither legible-nor trustworthy. As an example of the 
best that could be done with the McNaught indicator at 
speeds of about 200 revolutions per minute and 130 pounds of 
steam, we quote from Mr. Charles T. Porter :* 

“The two preceding diagrams (Figs. 3 and 4) . . . are fair 
average samples of a large number taken in February, 1856, by 
the late Daniel Kinear Clark, from the locomotive Canute, on 
the London & Southwestern Railway, with an indicator of the 
best construction then known, and which had been expressly 
prepared for the purpose. . . . The attempt to conjecture what 
the true form of these diagrams should be—to learn from 
them, for example, what proportion of the boiler pressure was 
obtained in the cylinder, and how much the pressure fell 
before reaching the point of cut-off at the speed of piston 
employed—points which it is of the highest consequence to 
ascertain—is clearly hopeless. It is to be observed, also, that 
the pencil does not, in either case, follow the same line during 
the successive revolutions of the engine, but describes quite 
different lines.” 

When such results as Figs. 3 and 4 were the best that could 
be obtained by a highly-skilled operator ‘with a specially con- 
structed instrument, it can easily be seen why the indicator 
was fast falling into disrepute as an instrument of precision, 


FIG. 3. 


and had not an improvement been made about this time the 
indicator must have gone out of use, except for slow speeds 
and low pressures. 

About 1862, as a result of efforts to improve the instrument, 
Mr. C. P. Richards, of Hartford, Conn., brought out the indi- 
cator bearing his name, which embodied nearly every essential 
feature found in modern types. The pencil was connected 
to the end of a lever of the third order, the piston being 
joined near the fulcrum. This arrangement reduced the travel 
of the indicator piston and the length, compression and ex- 
tension of the spring. Thus the errors due to inertia and the 
long spring of the Watt and McNaught instruments were 
much reduced. The so-called multiplying parallel motion used 
on this instrument—by means of which the pencil was con- 
strained to move in an approximately straight line—was an 
invention of Watt. He used this linkage to guide the cross- 
heads of his engines in lieu of the now familiar cross-head 


* “<The Richards Steam Engine Indicator.” 


JuLy, 1909. 


FIG. 4. 


slides; but to Richards must be given the entire credit of 
applying it to the indicator. This motion will be discussed in 
detail hereafter. A drawing of the Richards indicator, copied 
from an old cut, is shown in Fig. 5. 

The continual increase in speeds and pressures made de- 
sirable an instrument with a lighter pencil mechanism than 
that of Richards, and to meet this want Mr. J. W. Thomp- 
son brought out his instrument about 1875. Fig. 6 shows one 
of the first of this pattern made in the United States. The 
drawing was made directly from an indicator which had been 
in use at sea for upwards of twenty-five years. In the Thomp- 
son instrument, with its light pencil mechanism, we have the 
essentially modern design. The original layout has been 
changed but little, and at the present time it is still considered 
to be 0.2 of the best forms for general use. 


q ‘oh Bary 


FIG. 5. 


International Marine Engineering 


267 


MODERN INSTRUMENTS. 


The writer will endeavor to describe here some of the im- 
portant details of the modern indicator, more especially those 
which differ most in the various instruments, leaving to the 
readers’ good mechanical judgment the selection of a design 
which will best serve his purpose. For ordinary valve setting 
the most extreme accuracy may not always be necessary, just 
as it is unnecessary to use a micrometer for taking the data 
from which to compute the pitch of a screw propeller or to 
use the ship’s chronometer when reading the engine counter 
for revolutions per minute. In most instances, however, it is 
best to use the greatest care in the selection and manipulation 
of the instrument, especially where high rotative speeds or 
other difficult conditions must be met. In taking data to be 
used in subsequent designs (to which use cards turned over 
to the engineer superintendent are liable to be put) ; or where 
premiums are paid or penalties exacted for horsepower on 
trials, or where changes are to be made involving the expen- 
diture of money, the best instruments are not good enough. 
Generally speaking, the sea-going engineer is advised to obtain 
the best instruments possible, attach them to his engines cor- 
rectly and manipulate them with the greatest precision. 

In the perfect instrument, the pencil should show by its 
vertical height the pressure beneath the indicator piston at 


any instant, and by its horizontal position on the diagram the 
position of the engine piston at the corresponding time. 
Simple as these conditions are it is impossible to fulfill them, 
owing to the fact that the various parts of the instrument 
must necessarily have weight, and therefore inertia. Inertia 
may be defined as that property of matter by which it tends, 
when at rest, to remain so, and when in motion to continue in 
motion in a straight line, unless acted upon by some external 
force. Generally speaking, the effects of inertia increase with 
the weight or mass of a body and the speed with which it 
moves. It is therefore evident that the best instrument is the 
one in which the least weight is moved through the least 
distance in the production of diagrams of equal area. 


STEAM CYLINDERS. 

The steam cylinders in most indicators are fitted with 
liners very similar in principle to those used in the cylinders 
of marine engines. They are usually made of a bronze alloy 
suited to the varying temperature to which the indicator is 
exposed.* 

The general idea is expressed in Fig. 7. The liner is cen- 
tered and secured at A, and as it is out of contact at all other 
parts it is free to expand and contract longitudinally. With 


* As ammonia attacks all of the bronzes, indicators are entirely steel 
fitted when used on ammonia compressors, 


268 


this arrangement no lateral distortion occurs with change of 
length; worn liners are easily renewed by the insertion of 
duplicates, and the cylinder area is easily reduced—when de- 
sired—by fitting liners of smaller bore. The annular space B 
fills with steam of the same pressure and temperature as that 
beneath the indicator piston and acts as a sort of steam jacket. 


Ze 
SS 


CLL LL LLL LE 


WSS ggg BGR 


B 
FIG. 7. 


The outlet C prevents back pressure or the formation of a 
partial vacuum above the piston. 

The bore areas of these liners vary from I square inch—in 
some of the newer steam-engine instruments—to 1/32 inch, 
smaller, in those used for heavy ordnance and 


The areas usually decrease in a regular 
* ok x 


or even 
hydraulic work. 
geometric series with a ratio of %, thus 1, %, Y%. 


PISTONS. 


In the design of indicator pistons, the principal points 
aimed at are lightness, reasonable steam tightness and free- 
dom of movement. They are made as light as possible con- 
sistent with strength, and the various makers have found by 


Fig. 12. 


TYPES OF PISTONS. 


experience the limit to which they can go in this direction. 
Steam tightness is sought in most cases by making the pis- 
tons quite deep, and in some instances by turning grooves in 
the working surfaces for water packing. Only approximate 
tightness is necessary, however, as the supply pipe is large, 
and unless the leakage of the piston is so great that a back 
pressure is created on the atmospheric side it will affect the 
instrument but little. Lack of freedom of movement is 
usually caused by the piston becoming “cock-billed” in the 
cylinder. This may be caused by the spring buckling or the 
piston rod being out of line, and is usually guarded against 
by connecting the piston rod—and sometimes the spring also— 
to the piston by means of some form of universal joint. 


International Marine Engineering 


JuLy, 1909. 


A few of the various types of pistons are shown in Figs. 8 
to 12. Fig. 8 is a form used in ordance and hydraulic work 
where heavy pressures are met with, and has a comparatively 
small area. Fig. 9 is a %4-inch area piston, used for gas- 
engine work in a steam-engine indicator with a bushed or 


Figs. 10 and If are common forms of 
Fig. 


reduced cylinder. 
Y-inch area pistons used for steam-engine work only. 


.12 1s a I-inch area piston, whose working surface is an equa- 


torial zone of a sphere. With this form the piston cannot jam, 
even when canted. Pistons are made of beth bronze and steel. 
Diaphragms similar to those used in reducing valves have 
been used in lieu of pistons, and in one form of instrument 
the steam gage spring tube is used. 


PISTON SPRINGS. 


In order to obtain a correct diagram, the motion of the 
piston must be exactly proportional to the pressure beneath 
the indicator piston, and if the spring is not correct the entire 
instrument is useless, so far as a correct measurement of 


FIG. 15. 


power is concerned. The piston spring is, therefore, one of 
the most important single details of the instrument. 

Springs are usually rated by the number of pounds pres- 
sure which, acting on a %-inch area piston, will give the 
pencil a movement of 1 inch, and this quantity is known as the 
scale of the spring. The following scales are most generally 
used: 6, 8, 10, 12, 16, 20, 24, 30, 32, 40, 48, 50, 56, 60, 64, 70, 
72, 80, 100, 120, 150 and 200. Some engineers prefer to use 
scales which are even multiples of ten, while others prefer 
scales which correspond with the divisions of the ordinary 
rule, as 8, 16, 32. * * * Indicator manufacturers can also 
furnish instruments whose springs are adjusted to the metric 
system. When pressures higher than 250 pounds are met 
with the piston area is usually reduced. Thus with a 14-inch 
area piston a 100-pound spring will give the same result as 
would a 200-pound spring used with a 14-inch piston. 

The majority of indicators are fitted with helical piston 
springs. The following exceptions may be noted, each one 
representing a class: The Batchelder, having a flat spring; 
the Keynion, a steam-gage tube, and the Hadike a flexible dia- 
phragm. The two latter have no pistons, but the Hadike is 
equipped with an auxiliary helical spring. 

The helical springs are made of the finest steel wire, tem- 
pered by the most experienced workmen. Those made of a 
single wire are usually wound in a single thread on mandrels, 
with from four to four and one-half threads per inch, while 
the double, or so-called “duplex,” springs are wound in a 
double thread with a pitch of about two “turns” per inch. 

Fig. 13 shows a much-used form of single spring, and Figs. 
14 and 15 double or duplex springs. The springs are generally 
made a little stronger than necessary, and reduced to the 
standard by grinding or by screwing them into or out of the 


JuLy, 1900. 


bronze spring heads. It will be noticed that the spring shown 
in Fig. 15 has but one head, and though wound in a double 
thread it is made of but a single piece of wire. The bead at 
the bottom acts as the center member of a ball and socket 
joint, by which the spring is attached to the piston. This 
permits of great freedom of movement of the piston relative 
to the center line of the spring. All springs, of whatever 
form, are carefully calibrated by the makers before being 
issued. The process of calibration will be described later. 
The spring heads are generally threaded on the inside for at- 
tachment to the instrument. 
(To be continued.) 


THE NEW HUDSON RIVER STEAMER ROBERT 
FULTON. 


The latest addition to the famous fleet of Hudson River 
steamboats is the Robert Fulton of the Hudson River Day 
Line, the principal dimensions of which are as follows: 


Length between perpendiculars............ 336 feet o inches 
Length over all..... FRAN pe oa 346 feet o inches 
ByrCAGhin Ot lowilil, seaoleledl, ooo0ccccoccconcus 42 feet o inches 
Breadth over guards, molded............. 76 feet o inches 
Depth, base line to top of deck beams at 

side of hull at lowest point of sheer.... 12 feet 4 inches 
Crown of deck beams in 76 feet.......... 12 inches 
GROSS HOMTMARE occcoodsncosooccccodesnoons Ailes 
Netetonnaceurec aise har oa 1,344 


The conditions governing the construction of the Robert ~ 


Fulton were unusual, since, not only is she a boat of remark- 


THE NEW HUDSON RIVER STEAMER 


able design, involving many new features, but also on account 
of the short time available for her construction it was neces- 
sary to use the utmost dispatch in carrying out every feature 
of the work. The design of the boat was placed in the hands of 
Frank E. Kirby, D. E., consulting engineer, and J. W. Millard, 
naval architect. The hull and joiner work were constructed 
by the New York Shipbuilding Company, Camden, N. J. The 
machinery and boilers were built by W. & A. Fletcher, Ho- 
boken, N. J., while the interior decoration of the boat was in 
the hands of Mr. Louis O. Keil. 

The hull is of steel and is divided into five watertight com- 
partments by four transverse bulkheads. The frames are of 
bulb angles, 4 inches by 3% inches by 8 pounds, spaced 24 
inches apart. As this size bar is not rolled in the United 
States, it was necessary to send to Scotland for. the frames. 
These were ordered even before the contract for building the 
hull had been let, and it is noteworthy that the material was 
delivered to the builders within twenty-four hours of the time 
it was needed. The floors are of flanged steel 12%4-pound 


International Marine Engineering 


BP Rosert Futon @ 


269 


plate, 15 inches deep, and the main-deck beams are bulb an- 
gles, 4 inches by 2% inches by 8 pounds, placed on every 
frame. The sheer strake of plating is 17!4 pounds by 45 
inches wide amidships, gradually tapering to 10 pounds at the 
bow and stern. In way of the wheel opening the sheer strake 
is increased to 20 pounds. The bottom and side plating are 
12% pounds amidships, reduced to 10 pounds bow and stern, 
The landing edges of all outside strakes, except the garboard 
and sheer strakes, are joggled, doing away with the use of 
liners. 

Throughout the superstructure of the boat the construction 
is entirely fireproof, steel, asbestos and other non-combustible 
materials being used exclusively. The strength and rigidity 
of the structure are secured by means of a system of stanchions 
between the decks. These are of.steel placed in-four rows 
extending practically the whole length of the vessel. By means 
of connections to the longitudinal girders and deck beams, 
the entire structure is thoroughly braced to withstand the 
hogging and sagging stresses set up by the rapid shifting of 
the load on the boat, which consists almost entirely of passen- 
gers, it being necessary to make provision so that the entire 
complement of 2,000 or more passengers can all be placed 
either at one end or at one side of the boat, as may be neces- 
sary on account of the direction of the wind or position of 
the sun. This fact also had its effect upon the design of the 
hull, which must have good stability under all these condi- 
tions. This led to the placing of large trimming tanks on 
either guard just aft of the paddle wheels. These tanks have 
a Capacity of 20 tons of water each, and there is also a ballast 
tank holding 30 tons of water located in the hold at the stern 
of the boat. 


AN TEMCET 


semi TSE ale NS ae 
Ce Ra Lt a 


FMLA 


ROBERT FULTON. 


The design of the hull was further complicated by the fact 
that on a draft of less than 7 feet it was necessary to build a 
hull of sufficiently fine model, so that a speed of 23 miles an 
hour could be obtained without the expenditure of an ex- 
traordinary amount of power. 

The boat is propelled by steel feathering paddle wheels, 30 
feet 8 inches diameter at the outside of the rims. The buckets, 
or paddles, are each 12 feet 6 inches long by 3 feet 6 inches 
wide. The engine is of the single-cylinder, vertical, surface- 
condensing walking beam type commonly used on American 
river steamers. The cylinder is 75 inches in diameter, with a 
stroke of 12 feet, and runs at about 4o revolutions a minute. 
The normal speed of the boat is 20 miles an hour, but, under 
favorable conditions, she can be forced to 23 miles an hour. 
Steam is supplied by three lobster-back return tubular 
boilers, each 33 feet long, operating at about 55 pounds pres- 
sure per square inch. The total heating surface of the boilers 
is 5,499 square feet, and the total grate area 228 square feet, 


making a ratio of heating surface to grate area of 24.1. The 


270 


International Marine Engineering 


JuLy, 1909. 


GRAND SALOON OF THE ROBERT FULTON, DESIGNED AS AN ITALIAN GARDEN. 


boilers are fitted for both natural and forced draft, the latter 
being supplied by two Sirocco blowers, each having a double 
inlet and single outlet. The wheels are each 42 inches in 
diameter in full casing, so designed as to give a total air de- 
livery of 56,000 cubic feet of air per minute against a pres- 
sure of 2% inches of water, the fans operating at 475 revolu- 


tions per minute. Each fan is direct connected to an 8%4-inch 
by 6-inch double-inclosed engine, designed to operate on an 
initial pressure of 35 pounds per square inch with a high 
vacuum. 

The necessary pumps, ventilating fans and electric gen- 
erating apparatus are all located on the starboard side of the 


ONE OF THE OBSERVATION ROOMS ON THE UPPER DECK OF THE ROBERT FULTON. 


JuLy, 1900. 


International Marine Engineering 271 


ea=_=q™eoo—_—_—S~S eee 


engine room. One of the electric generating sets is driven by 
a Curtis turbine. The donkey boiler is located on the main 
deck. An elaborate automatic fire alarm system has been in- 
stalled, including three annunciators, placed in the pilot house, 
engine room and the purser’s office. The alarm is given simul- 


taneously on these three annunciators and by means of bells’ 


in the crew’s quarters, so that in the event of fire or 
any other emergency the crew will immediately respond, know- 
ing the exact location of the trouble. 

The general arrangement and interior decoration of the 
boat are both novel and pleasing. The forward part of the 
hold is utilized for the crew, and aft of this is a lunch room 


IRON GRILL WORK IS A FEATURE OF THE INTERIOR DECORATION OF THE 
ROBERT FULTON, 


70 feet long, extending the whole width of the ship. This 
room is fitted up in ship-cabin style, the dining tables being 
set against the sides of the hull, each in a separate compart- 
ment, with wood benches on each side. The wood used for 
the furniture and wainscoting is cypress. The combination of 
the quaint design with the open ports and deck beams over- 
head gives a very pleasing effect. Just aft of the lunch room 
is the engine room, and aft of the engine room the boiler 
room. Separated from the boiler room by a bulkhead is the 
galley, which is about 34 feet long and contains a complete 
outfit of ranges and galley accessories, besides a complete re- 
frigerating system. 

The forward part of the main deck is entirely inclosed by a 
deck extension above, while aft are located the hospital, bar- 
ber shop, toilets, coat and baggage rooms, purser’s office, and at 
the stern of the boat a large dining room, the decoration of 
which is carried out in Delft blue. 

The grand saloon, which occupies the entire saloon deck, is 
a decided novelty in naval architecture. Instead of the usual 
style of decoration employed on most sound and_ river 
steamers, the saloon is treated as a formal Italian garden with 
carved pillars, broad balustrades, wide open spaces and irre- 
gular nooks, the entire garden being decorated with plants, 
palms, vines, even canary birds being added to give a touch 
of outdoor life. Large comfortable wicker chairs are placed 
throughout the garden. The color scheme of the saloon is 
white, green and gold. On this deck are placed oil portraits of 
notable Americans by Robert Fulton Ludlow, great grandson 
of Robert Fulton, the first marine engineer, and paintings of 


the old Livingston manor house, of Fulton’s first steamboat, 
the Clermont, and the departure of the Clermont on her first 
trip in 1807. 

Other paintings include pictures of old cities and towns of 
the early nineteenth century by Vernon Howe Bailey and 
Frederick W. Glover, a series of historical paintings showing 
the development of the steamboat and the various types of sail 
and other craft that plied on the Hudson in the early days by 
S. Ward Stanton, and two large decorated wood panels by 
Raphael A. Weed, depicting Rip Van Winkle’s meeting with 
Hendrick Hudson and Robert Fulton at Clermont. The use 
of decorative iron work, designed by H. O. Schmidt, also adds 
much to the beauty of the boat. 

The writing room is located amidships, while at the forward 
end of the saloon deck provision is made for an orchestra on 
a sunken platform open at the sides, so that the music can be 
heard on all three decks. Located along the sides, amidships, 
are ten day-parlors, the walls being decorated with flowers of 
the Hudson Valley. Each room has a private balcony over- 
looking the water. 

The upper deck includes two large observation rooms, fin- 
ished in cypress. Large plate-glass windows on three sides 
of each room give an unobstructed view in every direction. 

The keel of the vessel was laid on January 12, and she was 
launched March 20, the honor of christening the vessel being 
given to Miss Anita Merle-Smith. The boat had her first trial 
trip on May 8, sailed for New York on May 20, and went into 
service on May 29. 


A Practical Comparison of the Advantages of Higher 
Cylinder Ratios. 


BY LIEUTENANT C. S. ROOT. 


An examination of the cylinder diameters of naval engines 
will show cylinder ratios varying from 1:4.75 to I:11.2 in 
triple-expansion engines of ships of war now in commission. 
This seems to point to a decided difference of opinion among 
naval engineers in regard to these ratios, and for this reason it 
is thought that the following account of two moderately long 
runs of the same vessel with different cylinder ratios may be 
of interest. 

Passed Assistant Engineer E. T. Warburton, U. S. N., in 
the Journal of the American Society of Naval Engineers 
(Vol. [X.), describes a trans-Atlantic run of the United 
States steamer Bancroft, from which the following is taken: 

“The Bancroft was docked and refitted in September (1896) 
at the navy yard, New York, in ten days, for a cruise on the 
European station. * * * The Bancroft left Tompkinsville, 
Staten Island, N. Y., Sept. 15, 1896, using both boilers, and 
arrived at Fayal, Azores, Sept. 25. The dynamo was run about 
twelve hours, and about 300 gallons of water distilled every 
day. The vessel started with about 160 tons of bituminous 
coal on board. Distance steamed, 2,133 nautical miles; time, 
to days 1 hour, or 10.04 days; average speed, 8.85 knots; 
average revolutions per minute, 124; coal used for all pur- 
poses, 102.69 tons; coal per day, 10.22 tons; miles per ton of 
coal, 20.77. There remained in the bunkers 57.5 tons. 

“Left Fayal Sept. 28 and arrived at Gibraltar Oct. 4. Strong 
head winds were encountered for the greater part-of the dis- 
tance. Distance steamed, 1,136 nautical miles; time, 6 days 
3.75 hours, or 6.16 days; average speed, 7.69 knots; average 
revolutions per minute, 129.2; coal used for all purposes, 59.33 
tons; coal per day, 9.63 tons; miles per ton of coal, 19.14. 

“Left Gibraltar Oct. 6, and arrived at Smyrna, Asia Minor, 
Oct. 15. Distance steamed, 1,631 nautical miles. 

“The coal obtained at Gibraltar was of such very inferior 
quality that the daily consumption necessarily increased. 

“The trip from Tompkinsville to Smyrna (4,900 nautical 


272 


International Marine Engineering 


Jury, 1909. 


miles) in 29.5 days, including stoppage of 2!%4 days at Fayal 
and 2 days at Gibraltar, at an average speed of 8.25 knots and 
an average daily coal consumption of 10.3 tons, is not a bad 
showing for this little vessel. * * *” 

In the run described the vessel was equipped with two gun- 
boat or low-cylindrical boilers, having 2-inch tubes. The total 
heating surface was 2,686 square feet, and the grate surface 
87.75 square feet. Her twin-screw, triple-expansion engines 
had cylinders 13%, 21 and 31 inches diameter and 20 inches 
stroke; the maximum designed working pressure being 160 
pounds per square inch above the atmosphere. 

In January, 1906, this vessel was transferred to the United 
States revenue cutter service, and her name changed to [tasca. 
During the following winter she was given a thorough over- 
hauling and partial rebuilding. Watertube boilers of the 
Babcock & Wilcox type, with 2-inch tubes, were installed. 


“ ea 
18 = | ; 
( ne 
17 Th 
COAL SPEED CURVES / 
16 U.S.S. ITASCA fi 
Equation for Upper Curve Y=3-} .1072 S2 
15 » » Lower 5», Y=3-+ .0866S? 
4900 Knots with Original Engines © 
6817» ” New ” ® 
14 
13 
8 
212 i 
ay 
Bel - / 
s jb 
210 


Tons of Coal per Day 


METRO ana ee OF OD co me 


‘ 
Knots 


The boilers have a total heating surface of 3,825 square feet 
and a grate surface of 85 square feet. The matter of cylinder 
ratios was carefully gone over. New cylinders were designed 
to give a maximum card factor and minimum terminal pres- 
sure while maintaining the same referred mean effective 
pressure that obtained in the old arrangement. The most 
suitable diameters were found to be 12 and 1g inches for the 
high-pressure and medium-pressure cylinders. The low- 
pressure cylinders were not changed. The “main-engine” 
auxiliaries, which included an independent, twin-cylinder, 
single-acting air pump, remained as before, but a larger elec- 
tric generating set was installed, as was also a larger fan for 
forced draft and ventilation. A feed-water heater was added 
to her equipment, and the maximum steam pressure raised to 
215 pounds per square inch above the atmosphere. The pro- 
pellers remained as before, and the vessel was ballasted to 
bring her down to her original displacement. 

After the trial trips the vessel was taken to the revenue 


cutter service yard at Arundel Cove, Md., and hurriedly 
equipped for sea. She left there on July 20, 1907, and called 
at New York, N. Y., and New London, Conn. She coaled 
at the latter place, and, leaving there on July 28, arrived at 
Ponta Delgada, Azores, Aug. 7. The data obtained on this 
part of the voyage were unreliable, for reasons which it is 
not necessary to enumerate here, and these data will not be 
included in the figures used hereafter. The Itasca left Ponta 
Delgada Aug. 9, called at Gibraltar, Marseilles, Naples, 
Algiers, Funchal (Maderia), and arrived at St. Thomas, 
Danish West Indies, Sept. 27. Total running time, 765.6 hours 
(31.9 days) ; total distance steamed, 6,817 nautical miles; total 
coal consumed for all purposes, 314.5 tons; average steam 
pressure, 152 pounds per square inch. An average of 700 
gallons of water was distilled every day. The coal obtained at 
Algiers was of the poorest quality, and it was difficult, at 
times, to maintain the low speed fixed for the voyage. This 
coal lasted for upwards of 2,000 miles. 

The Bancroft had strong head’ winds from the Azores to 
Gibraltar, and the Itasca encountered a gale in the Gulf of 
Lyons. On each voyage the vessel was handicapped by bad 
coal for portions of the run. While the Jtasca distilled more 
water per day than the Bancroft, this was more than balanced 
by the feed heater. The weather during both runs was uni- 
formly good, except as noted above. 

Here we haye two long runs at low speeds with practically 
no change in the vessel, except in the high-pressure and 
medium-pressure cylinders of the main engines and the ad- 
dition of a heater, for which a definite allowance can be made. 
The conditions for comparison seem to be almost as favorable 
as could be desired. To sum up the two voyages, we have: 


Bancroft. Itasca. 
Ratio of the net piston areas.......... RIBASHS teAKs3O@s 
Grate surface, square feet............. 87.75 


85.0, 
Time out of drydock at beginning of ve 
TOWAGS WNOTING «oc cccsvedo000ccd0 Co) 2 


Total distance, nautical miles......... 4,900 6,817 
Averagzerspecdiaikniotsepee rae eeere rere 8.25 8.9 
Average coal consumption, tons per 

Lh aan ne eR ote naanod 0.00 co 0GE 10.3 9.86 
Water distilled, gallons per day....... 300 700 
Dynamo in operation, hours per day... 12 12 


In an article published in Vol. XV. of the Journal of the 
American Society of Naval Engineers, Lieut. D. S. Mahony, 
United States navy, has shown that, if the relation between 
coal consumption and speed follows any law, it is probably 
as follows: 

If rectangular co-ordinates be used, speed in knots plotted 
as abscissze and coal consumption in tons per day as ordinates, — 
the curve thus found will differ very little, if at all, from a 
curve satisfying the equation y = c + ka*. From data in 
Lieut. Mahony’s article is deduced the fact that the actual 
plotted values of the coal-speed curves of a large number of 
vessels of the United States navy did not vary, on an average, 
from the form y = c + ka’ by more than 3 percent, the maxi- 
mum variation being 6.4. 

This form of curve will, therefore, be used in making the 
comparison. 


Let y = the coal consumption in tons per day for all pur- 
poses at the speed s. 

c = the coal consumption in tons per day for all pur- 
poses at zero speed, 7. e., with all the usual 
auxiliaries in operation and the engines kept 
well “warmed up,” making, say, 400 revolutions 
per hour. 

k — a constant which must be computed for each vessel. 

s = the speed of the vessel in knots. 

Then will y = c + ks’. 


JuLy, 1909. 


In the case of the 4,900-mile run of the Bancroft we have: 
ji = 10:3, ¢ = 3) 5 = 8.25. Hence, y= 3 -- .1072 s*. For, the 
6,817-mile run of the Itasca: y = 9.86, c = 3, s=8.9. There- 
fore, y = 3 + .0866 s’. 

The value of c was taken from the naval records. These 
curves have been plotted and are shown on the accompanying 
diagram. The difference in coal consumption is seen to be in 
favor of the later arrangement of machinery, and at 9 knots 
is equal to.(3 + .1072 X 9°) — (3 + .0866 X 9°) = 1.67 tons 
per day. 

The feed heater raised the temperature of the feed 80 de- 
grees F., and, taking the evaporation as 8 pounds of water 
per pound of coal—which seems ample in view of the quality 
of coal used throughout the voyage—a simple calculation will 
show that about one-third of the 1.67 tons of coal saved per 
day was due to the heater. The remainder of the saving can- 
not be accounted for unless it be credited to the superior 
economy of the new cylinder ratio of the propelling engines. 

The following facts in regard to this particular steam plant 
are brought out by the above comparison and the trial data 
of the vessel: 

1. The engines with the larger cylinder ratios developed 
higher power on a slightly smaller grate surface. 

2. They have shown greater economy at low speeds. 

3. The weight of the engines is a little less, due to the 
reduction of the high-pressure and medium-pressure cylinder 
diameters. 

The substantial increase in economy, due to a small increase 
in cylinder ratios and steam pressures, is again illustrated in 
the case of the United States steamers Newport and Annapo- 
lis. Their hulls are similar, as shown below,-both vessels 
being composite and sheathed with copper: 


Newport. Annapolis. 


Length between perpendiculars, feet...2 > 167.75 168.0 
iBeammsmoldedtsteetanneerrneteiccnicini: 36 36 
IMigern: Ghat, f@aiacooedoaucoamvccooudods A 12 
Displacement EtOn Saar ererisrare 5,010 1,017 
Area of immersed ’midship section, — 

SUAT CME CLARE Rrra He he meets 354 357 
Biko COSTCITE conc csadavccgasoandeacs .482 .49 
"Midship section coefficient............. 82 82 
Load waterline coefficient.............. 743 74 


Their engines are as follows: 

Newport—Jacketed: Cylinders, diameter, 1314, 23%, 36 
inches; stroke of pistons, 30 inches; ratio of high pressure to 
low pressure by net piston areas, 1: 5: 67. 

Annapolis—Not jacketed: Cylinders, diameter, 15, 2414, 40 
inches; stroke of pistons, 28 inches; ratio of high pressure to 
low pressure by net piston areas, I: 7: 27. 

The following data are from cards taken on the official 
trials: 


Newport. Annapolis. 
Pressure at boilers, pounds per square 
HOS Nh EYROn cl nea aca cae oto moore 177 224 
M. E. P. referred to L. P. cylinders..... 428 46.58 
Piston speed, feet per minute........... 684.25 686 
indicatedMhorsepowetp eas neces ae 904 A207, 
Terminal pressure of the P. V. curve 
from combined diagram......... i208 18.63 
Wiener ppyere Il, Isl, IP; DOR lwo ooo0o 000 00d 15.39 13.33 


The superior efficiency of the machinery of the Annapolis, 
as shown by the water rate above, was afterwards maintained 
in service. Another point indicated by these data is, that had 
the Annapolis been fitted with a 36-inch low-pressure cylinder, 
the cylinder ratios remaining as before, they would have 
developed power equal to the Newport and must have weighed 
less. These results check with the runs of the Bancroft and 
Itasca described above. 


International Marine Engineering 


273 


Data, from runs made at low speeds, and selected because 
of similarity of conditions, are given below: 


Newport. Annapolis. 
July, r908. Aug. & Sept., 1908. 
Months out of drydock.......... 7 16 
Fore and aft sail set, percent of 
LIM Chee aE a 50 50 
Bunker capacity, tons.:.-.......- 232 222 
Full-load displacement, tons..... 1,128 1,116 
Duration of the run, hours...... 150 257-3... 
Speedsinuknotstiessercrrece marc 8.1 8.2) 3 
Nautical miles, per ton coal...... 17.4 20.97 ; 
IAGKIOANCS, GENS65 6000000 0000006 19 20:4) =4 
Naciical mllesococcgood0cc0c0cas 3,722 5,987 


S. S. GEORGE WASHINGTON. 


The latest addition to the transatlantic fleet of the North 
German Lloyd Line is the George Washington, of 27,000 gross 
tons, built by the Stettiner Maschinenbau-Actien-Gesellschaft 
“Vulcan,” Stettin-Bredow. She is the largest vessel ever built 
in Germany, the principal dimensions being as follows: 


Jeengtheovier sal li Meererctcicactreciecie res: 722 feet 5 inches 
Length between perpendiculars........ 697 feet 6% inches 
Wencthyonswatepulincaeeeeneeest er 700 feet 0 inches 
[BXSeN onl acre ns G dicta athe hora ou eO rT 78 feet 0 inches 
Depth from upper saloon deck........ 54 feet o inches 
Depth. from awning deck.............. 80 feet 0 inches 
LB) reeas hi tetceie pees Sears ee ean alan crepes 33 feet o inches 
Displacement at above draft.......... 36,000 tons 
EVOTSEPOW.el ase ie n vous eaten 20,000 

S\xccclege rarer tmadosopanneomas SaManmGoe 18.5 knots 


The George Washington is a first-class twin-screw passenger 
and freight steamship, with a straight stem, semi-elliptical 
stern, two funnels and four pole masts. The hull is of steel, 
built to the highest class of Germanischer Lloyds, and has a 
double bottom extending throughout the entire length of the 
ship. Twelve watertight bulkheads subdivide the ship into 
thirteen watertight compartments. Eight of these bulkheads 
extend up to the upper deck and four to the lower promenade 
deck. The Stone-Lloyd system of watertight doors is used 
in all the watertight bulkheads, there being 36 doors in all. 

The vessel is propelled by twin screws, 21.33 feet diameter 
and 24.93 feet pitch. The blades, of which there are four on 
each propeller, are adjustable and can be arranged to give an 
increased pitch up to 26.58 feet. Each propeller is driven by 
a four-cylinder quadruple expansion engine haying cylinders 
38.19, 56.69, 79.92 and 112.21 inches in diameter, with a stroke 
of 66.93 inches. At 86 revolutions per minute, using steam at 
220 pounds per square inch, the engines develop approximately 
10,000 horsepower each, driving the ship at a speed of 18.5 
knots. On her trial trip a speed of 20 knots was attained, 
the engines developing nearly 22,000 horsepower. The ar- 
rangement of cylinders in the engine is, from forward ait: 
high-pressure; second-intermediate; low-pressure; first-inter- 
mediate. The high-pressure and first-intermediate cylinders 
each have a single piston valve, the second-intermediate has 
two piston valves, and the low-pressure cylinder a flat slide 
valve. The diameter of the crank shaft is 22.25 inches, the 
tunnel shafting, 20.39 inches, and the tail shaft 22.09 inches. 
Each engine has a separate surface condenser, having 12,930 
square feet of cooling surface. The air pumps are 10 by 32.99 
inches by 20.98 inches stroke, and the circulating pumps 12.21 
by 51.18 inches by 9.84 inches stroke. 

Steam is furnished by eight double-ended and four single- 
ended Scotch boilers, placed in two separate fire-rooms. All 


274 


International Marine Engineering 


Juty, 1900. 


ONE OF THE MAIN ENGINES, 


the boilers are 15.75 feet in diameter, the double-ended boilers 
being 20,34 feet long and the single-ended boilers 11.98 feet 
long. Each double-ended boiler has six corrugated furnaces 
leading into three separate combustion chambers. There are 
seven hundred and fifty-six tubes, 3 inches outside diameter, 
making a total heating surface for the double-ended boilers of 
5,200 square feet. Each single-ended boiler has three corru- 
gated furnaces, leading to three separate combustion chambers, 
and three hundred and seventy-eight tubes, 3 inches outside 
diameter, making a total heating surface of 2,710 square feet 
for each single-ended boiler. Howden’s forced draft is used, 
giving a pressure in the ash pits equivalent to 1.97 inches of 
water. The ship has a bunker capacity of 3,900 tons, with a 
reserve supply of 900 tons. Four ash ejectors supplied by 
Howald, of Kiel, are fitted in the boiler rooms. 

Electricity for lighting and power throughout the ship is 
generated by seven separate steam-driven direct-connected 
generators, each haying compound engines of 200 horsepower, 
with cylinder diameters of 12.60 and 22.05 inches and a stroke 
of 9.84 inches, operating at 220 revolutions per minute. The 
generators are each of 110 kilowatts capacity.. 


BULKHEAD CONSTRUCTION, 


Ventilation is by thirty electrically-driven Sirocco fans. 

The auxiliaries include six boiler-feed pumps, 17.32 by 12.60 
inches, with a stroke of 26.57 inches and a capacity of 65 tons 
per hour. There are two steam-driven bilge pumps, each of 
which has a capacity of 102 tons per hour, the size of cylinders 
being 7.09 and 8.66 inches, and the stroke 13.78 inches. There 
are two other bilge pumps direct connected to the main en- 
gines, each of which has a diameter of 7.09 inches and a stroke 
of 21.65 inches. There are three centrifugal fire pumps, hav- 
ing a capacity of 8,480 cubic feet per hour, maintaining a 
pressure of from 118 to 147 pounds per square inch in the 
pipes. One hundred and fifty couplings for the attachment of 
hose are distributed throughout the vessel. 

Two ballast pumps are provided, 8.66 by 11.81 by 13.78 inches, 
each having a capacity of 150 tons per hour; also sanitary pumps 
having a capacity of 190 tons per hour and three pumps for 
supplying water to the baths, one of which is steam driven, 
the other two being direct connected to the main engine. The 
steam-driven pump is 5.51 by 7.09 by 9.84 inches; and the 
direct-coupled pumps 5.91 by 21.65 inches. 

Fresh water for the boilers is supplied by an evaporator 
having a capacity of 50 tons per twenty-four hours, while 
fresh drinking water is supplied by two evaporators, each hay- 
ing a capacity of 20 tons per twenty-four hours. The re- 
frigerating plant includes one large machine and one auxiliary 
machine. The large machine is operated by a compound en- 


STERN FRAMING QF THE GEORGE WASHINGTON. 


gine having cylinders 9.84 and 15.75 inches diameter, with a 
stroke of 11.81 inches. The small machine has a cylinder 
diameter of 5.91 inches and a stroke of 6.89 inches. 

Cargo is handled through five cargo hatches, three for- 
ward and two aft, the deck machinery including 19 cargo 
winches, I capstan and 5 steam-driven windlasses. The cargo 
winches are driven by 7.89 by 13.78-inch engines. The wind- 
lasses are driven by simple engines having cylinder diameters 
of 13.78 inches and a stroke of 12.21 inches. The capstan is 
driven by a simple engine having a cylinder 18.50 inches in 
diameter and a stroke of 14.17 inches. 

The steam steering gear consists of a Brown steam tiller 
and telemotor. The engine has two cylinders, each 12.99 
inches in diameter, With a stroke of 11.81 inches. 

The engine-room force on the ship consists of one chief 
engineer, one first engineer, two seconds, four thirds, four 
fourths and eight assistants. There are also four electricians, 


275 


Fe} 


ineerin 


Eng 


International Marine 


Juty, 1999. 


“ANVWUGD NI LINX ATAT dIHSWVALS ISAMUVI AHL ‘NOLONIHSVM @ADUOAD YANIT GAOT NVWUID HIUON MAN AHL 


Pettey pea eg he 


INTERIOR OF THE SMOKING ROOM. 


six oilers, two storekeepers, one plumber and one boiler 
maker. The fire-room force includes six head stokers, sixty 
stokers and sixty-three trimmers. 

Accommodation is provided on the vessel for first, second 
and third class and steerage passengers. The first class ac- 
commodations: are all on the upper decks, amidships, with the 
second class aft on the upper and lower promenade decks. 
The steerage passengers are placed forward, while the third- 
class quarters are at the stern of the boat. 


International Marine Engineering 


A CORNER OF THE WRITING ROOM. 


The arrangement and decoration of the first-class public 
rooms and staterooms have been carried out in a pleasing 
manner, The rooms are almost without exception of good 
height and tastefully paneled in natural wood. The first class 
dining room, in the center of which there is a well extending 
up through two decks, is especially attractive, the color scheme 
being red, white and gold. 

The reading room, situated on the upper promenade deck, 
is decorated in quiet tones and writing tables and book cases 


FIRST CLASS DINING-SALOON OF THE GEORGE WASHINGTON. 


JULY, 1999. 


are arranged around the walls and in the center of the room. 
The effect of great spaciousness has been obtained in this room 

by letting the book cases into the walls between the writing 
tables. 

Numerous mural paintings, depicting the life and times of 
President Washington, have been supplied by Otto Bollhagen, 
of Bremen, who spent considerable time in the United States 
studying the scenes and history of the events portrayed. 

Among the unusual features installed on the boat are two 
electric elevators, a large, well-appointed gymnasium and a 
nursery; also on the boat deck there are two specially-con- 
structed dog kennels in charge of a competent kennel master. 

Welin quadrant davits are used exclusively for handling the 
ship’s boats. 


BUCKET DREDGES No. ONE AND LA PLATA. 


The bucket dredger No. 1 is a type of stationary dredger 
built by the Werf Gusto, Shiedam, Holland, for the port of 
Copenhagen, while La Plata is a type of seagoing twin-screw 
bucket dredger, built by the same concern for Argentine. 
No. 1 is 111 feet 6 inches long, with a beam of 26 feet 9 
inches and a depth of 9 feet 9 inches, with a capacity of 275 


BUCKET DREDGE NO. l. 


She was especially designed 
Electric lighting 


cubic yards of material an hour. 
for dredging clay and other rough material. 
is used throughout the vessel. i 

La Plata is 169 feet long, with a beam of 30 feet.6 inches 
and a depth of 12 feet 6 inches, with a capacity of 825 cubic 
yards of material an hour, dredging from a depth of 42 feet 
7 inches. 

The hull is divided into nine watertight compartments by 
means of eight bulkheads. The vessel is propelled by twin 
screws driven by two compound engines developing 260 indi- 
cated horsepower each, with surface condensation. Each of 
these engines may separately drive the bucket chains for 


International Marine Engineering 


277 


dredging, and, while navigating, each engine drives one of the 
twin screws, giving the vessel a speed of about 7 knots. The 
auxiliary engines include five steam winches for the maneuver- 
ing chains fore and aft, for handling the anchors, for the 
hoisting of the bucket ladder and the chutes; an engine for 
driving the dynamo and a direct-working 6-inch centrifugal 
pump for supplying water to the chutes. 

Steam is supplied by two boilers of the Scotch marine type,. 
having a total heating surface of 2,600 square feet and a 
working pressure of 120 pounds per square inch. 

The buckets each have a capacity of 25 cubic feet, so that 
when working at a speed of fifteen buckets a minute the 
dredger has a theoretical capacity of about 825 cubic yards 
per hour. 

La Plata made the voyage from Europe to Buenos Ayres in 
forty days, and is to be used in deepening the harbors of 
Buenos Ayres and Rosario. 


7 
/ 


THE PROPULSION OF SHIPS BY MEANS OF CON- 
TRARY TURNING SCREWS ON A 
COMMON AXIS. * 


BY LIEUTENANT-COLONEL G. ROTA, R. I. N. 


The method of propulsion by two contrary turning pro- 
pellers on a common axis was first applied to marine purposes 
by Ericsson in the Robert F. Stockton in 1839. More recently 
we have had a general application of the same principle in the 
well-known Whitehead and similar torpedoes. In 1892 a little 
steamboat for passenger traffic on the Brent Lake (Neuchatel) 
had a similar engine working the propellers by means of gear 
under the patent of Stengen, of Strasbourg. Another similar 
patent} was claimed for a double propeller on a common axis, 
in association with an oil engine and belt drive. 

The guide blade of Thornycroft’s system, and also the sys- 
tems of Rigg and Parsons, can be considered as special cases 
of the double propeller arrangement, the after screw being 
replaced by guide blades. At the time that the above arrange- 
ments were devised, the reciprocating engine was the only 
kind of engine available for marine propulsion, and it was 
only possible to drive one of the two shafts (the inner one) 
off the engine, as no arrangement of gearing or belt driving 
was found to be practically workable for the outer propeller. 
The working screw was therefore placed in front of a fixed- 
blade device, which acted as a guide to divert the stream of 
water issuing from the screw in parallel lines astern. 

But the fixed guide blades, independently of their beneficial 
influence on the efficiency, certainly increase the resistance of 
the hull. It is well known, however, that this increase of 


* From a read before the Institution of Naval 
April, 1909. 
+ Described in INTERNATIONAL MARINE ENGINEERING, September, 1907. 
= Drans. I7N. A., Vol! X8XIX., p. 319: 


paper Architects, 


BUCKET DREDGE LA PLATA. 


278 


International Marine Engineering 


JuLy, 1909. 


resistance can be reduced if the guide blades are not fixed, but 
form instead an integral part of the propelling apparatus. 
With such an arrangement the stream of water is conveyed 
to the after part of the propeller in a more convenient direc- 
tion, thus ensuring the beneficial influence of that propeller 
on the forward one. 

In his interesting paper of 1888,t Prof. Greenhill, in ex- 
plaining his theory of the screw propeller, first analyzed the 
case of the double-screw propeller on a common axis, and 
pointed out the maximum efficiency it would be possible to 
obtain by 2 special arrangement for increasing the pitch of the 
screws. I venture to say that a gain of efficiency is generally 
obtained by the double-screw propellers on a common axis, 
not as a consequence of increasing the pitch under the Green- 
hill arrangement, but merely by the sub-division of the pro- 
peller into two parts acting in opposite directions, yet of con- 
stant pitch. 

As the result of careful observations it may reasonably be: 
assumed that an increase of efficiency is possible with the 
above arrangement of propellers instead of the ordinary 
single screw. It is well known that with an hydraulic turbine an 
essential condition to get good efficiency is to have the water 


Single Screw 
(Four Bleded) 


Double Screws (Four Bleded) 
Ist Series 
After Screw 


2nd Series 
Forwerd Screw 
Forwerd Screw 


(4) Increase in the depth of water above the propellers, that 
causes another gain of efficiency. 

Other beneficial effects will ensue when considering the 
question from the point of view of maritime and inland navyi- 
gation. 

Until now, although the arrangement of double contrary 
turning screws on a common axis is not new, its superiority 
as compared with the single screw has not yet been demon- 
strated in a practical manner. That has been the subject of 
my researches, and I am indebted to H. E., the Minister of 
Marine in Rome, for having permitted me to carry out a com- 
plete series of trials with a steamboat in the Royal Dockyard 
at Castellammare di Stabia, first with a single screw and 
afterwards with two contrary turning screws of different 
diameters on a common axis with a constant pitch, and also 
with increasing pitch according to Professor Greenhill’s rules. 
The results obtained by these trials showed that a great gain 
of efficiency is to be expected with the double screws. It 
appears that about 20 percent of the horsepower can be saved. 

In the experimental arrangement on the vessel which I had 
at my disposal for the trials, the two shafts are driven by 
gearing off the reciprocating engine, and the loss of power 


\ 


FIG. 1.—SHAPE AND DIMENSIONS OF THE SCREWS, AND GENERAL ARRANGEMENT OF ENGINE, SHAFTS, BEARINGS AND 


conveyed by the guides before acting on the buckets; in that 
case the guides evidently act in the same way as the forward 
screw on the after one. Similarly, with steam turbines it is 
necessary, in every casé, to have the acting fluid diverted 
from its ordinary course, and conveyed to the principal part 
of the moving apparatus in a direction more conducive to 
efficiency. 

Turning to the question of the reciprocal influence of hull 
and propeller, a most convenient result is obtained with the 
double contrary turning screws on a common axis instead of 
the ordinary single screw. 

(1) Because the increase of resistance caused by the action 
of the double propellers is lessened when compared with 
that obtained by the single screw, in consequence of the 
smaller diameter of the screws. 

(2) Because the gain in wake is considerable in the case 
of the double screws. 

Comparing the above arrangement of screws with ordinary 
twin screws, we also get: : 

(3) Reduced length of bracket for propeller shafts, and 
consequently great reduction in the resistance caused by 
brackets, which commonly produce a great additional re- 
sistance to the hull; 


GEARS ON STEAMBOAT. 


by friction should be taken into account in estimating the 
probable gain resulting from the use of the double screws. 
Considering the improvements that should be possible in 
designing a complete installation on the double-screw system, 
there is no doubt that a considerable gain in efficiency may be 
secured. 

The main difficulty in the use of two propellers, one behind 
the other, and acting in contrary directions, may be now sur- 
mounted by the use of turbine engines, by which it would 
be possible to drive in opposite directions two shafts with a 
common axis, without gearing, belt, or other driving appa- 
ratus which is unsuitable for use on board ship. It might 
also be tried if the combination of steam turbines and re- 
ciprocating engines could be conveniently arranged to drive 
respectively the outer and the inner shafts, connected with the 
forward and the after screws respectively. The special tur- 
bine for reversing would thus be dispensed with, and the other 
advantages claimed for the “combination system” of ma- 
chinery would be secured. 

The special arrangement of propellers I have described is 
also of advantage in disposing of the conflict between steam 
turbines and screw efficiency. It is well known that steam 
turbines used on board ship cannot be so efficient as those 


JULY, 1999. 


used for land plants, it being impossible on board ship to 
have the high rate of revolution required for the highest 
possible efficiency. The screws have to be reduced in diameter, 
and consequently their efficiency is lowered, compared to that 
of the single screw driven by reciprocating engines. The 
special arrangement of propellers, the one behind the other, 
which I have described, allows of a greater number of revo- 
lutions, and consequently produces a higher efficiency of the 
steam turbines, and yet, with the reduced diameter of the 
screw, it allows a considerable increase over the propeller 
efficiency than is possible with a single screw. If, as I believe, 
the gain in power were not less than 20 percent in a cruising 
ship of moderate size, say, 10,000 tons, about 250 tons would 


o - o 
Scale for 1.H.P. 


SS 
ee 


6 
Scale for Speed (Knots ) 
FIG. 2.—COMPARATIVE RESULTS WITH SINGLE AND DOUBLE SCREWS. 


be saved in weight of machinery required to obtain 22% 
knots, or, on the other hand, a knot more speed could be 
obtained with the same horsepower. _ 

The arrangement for a large installation of two shafts on 
a common axis and turning at high speed would, no doubt, 
involve difficult practical problems. The most convenient de- 
sign of bearings for both shafts, the reliability of the appa- 
ratus, the maintenance of the different parts, the special 
structure of the hull in the vicinity of the shafts to prevent 
water entering in case of accident to the shafts, the lubricat- 
ing arrangements, etc., should all be subjects of careful in- 
quiry. The experimental arrangement of shafts and propellers 
which I installed on the steamboat for trials has, however, 
been working satisfactorily for a period of about a year in 
the ordinary service of the boat. 


The boat on which the trials were. carried out was of 25 


tons displacement, 46 feet (14 meters) long, 11 feet 9 inches 
(3.6 meters) beam, equipped with a boiler having a total grate 
surface of 7.64 square feet (.71 square meter) ; heating sur- 
face, 224 square feet (20.8 square meters), supplying steam 
at a pressure of 75 pounds per square inch (5.3 kilograms per 
square centimeter) for an engine having cylinders 7.87 inches 
(.2 meter) in diameter with a stroke of 7.08 inches (.18 


International Marine Engineering 


Se Ee 


279 


meter). The general arrangement of the engine, shafts and 
propellers is shown in Fig. 1. 

Trials were first made with a single four-bladed screw 3 
feet 914 inches (1.15 meters) in diameter, with a constant 
pitch of 4 feet 5 inches (1.35 meters). The double screw 
trials were run in two series with different propellers. In the 
first series the propellers were of similar shape to that used 
for the single screw, the combined blade area of the two screws 
equalling the blade area of the single screw and the number 
of revolutions being two times the corresponding number for 
the single screw. These screws were 2 feet 8 inches (.814 
meter) in diameter, with a constant pitch of 3 feet 114 inches 
(.954 meter). 

In the second series of trials with double screws, the pro- 
pellers were of the same general shape as the single screw, 
with a pitch according to Professor Greenhill’s rules. The 
dimensions of the after screw were as follows: 


Feet. Inches. Meters. 
IDEKTNEWEE oo 000000000000006 Ries I 84 516 
IMicain EEN cocoococacagcoccoovce BZ 3 .69 
Tesh MEIN o0000000000600000000 I Fi 485 
SRAM FMW oo ocoocc0ccccc0n008ge 3 10 E17 

The dimensions of the forward screw were: 

Feet. Inches. Meters. 
IDFESINVANS o.cocncsoochooesacnepaso 2 7 791 
IMIGAMA DWN sooocasccaesooccc00p0 § 534 1.06 
Thaw DW cooooscococcocgocan00 FB 114 .895 
TEM MUHON 5 cocccoonccs00d000000 4 3 1.3 


Fig. 2 shows the comparative results of the three series of 
trials and the corrections for extra loss of power for fric- 
tion in the case of double screws as compared with single 
screws. The value of that extra loss of power for all speeds 
was estimated at 20 percent of the corresponding horsepower. 

The advantage of the double contrary turning screws on a 
common axis is shown in the following table: 

DOUBLE SCREW IN USE. 


First SERIES. 
SPEED Single 
OF Screw 
THE in Extra Gain of Power 
Boat Use Loss of L.H.P.2o’ |1-H.P.1-I.H.P.2’ 
Knots Isls, ELH! Power for (Cor- ———————— . 100 
Friction rected). L.H.P.1 
Deduction. Percent. 
5 6.3 5.45 1.09 4.36 30.5 
54 8.3 7.32 1.46 5.86 29.4 
6 11.1 10. 2". 8. 28. 
64 15.15 1B7/ 2.74 10.96 27.6 
7 PANE 19.2 3.84 15.36 26.8 
DOUBLE SCREW IN USE. 
SECOND SERIES. 
SPEED Single z 
OF Screw 
THE in Extra Gain of Power 
Boar Use Loss ‘of 1.H.P.2”” 1.H.P.1-I.H.P.2’” 
Knots 1.H.P.1 WAEle”/ Power for (Cor- ——__——.. 100 
Friction rected). LHP. 
Deduction. Percent. 
5 6.3 6 1.20 4.80 23.8 
54 8.3 7.90 1.58 6.32 23.8 
6 ila 10.80 2.16 8.64 22.1 
64 15.15 15. ‘ 12. 20.8 
7 21 21.70 4.34 17.36 17.3 


The Japanese Mercantile Marine. 


In 188 Japan had 3,536 merchant steamers, aggregating 
768,538 tons. In 1908 the number of steamers had increased 
to 6,098, and the tonnage to 1,494,676. The increase in Japan’s 
mercantile marine during the past ten years has been as fol- 
lows: 1809, 3,536 steamers, 768,538 tons; I90I, 4,534 steamers, 
902,190 tons; 1903, 4,624 steamers, 977,308 tons; 1905, 5,089 
steamers, 1,260,087 tons; 1907, 5,784 steamers, 1,462,718 tons; 
1908, 6,098 steamers, 1,494,676 tons. 


280 


International Marine Engineering 


JuLy, 19009. 


Published Monthly at 
17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 


Branch Philadelphia, een Dept., The Bourse, S. W. ANNEss. 
Offices Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 
INTERNATIONAL MaRINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrytng 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the roth of 
the month. 


What Would You Do? 


As chief engineer of a steamship, what would you 
do if the low-pressure cylinder head cracked while the 
vessel was under way? If a furnace collapsed, or a 
tube burst, what would you do? What would you 
do with a vessel whose boilers primed excessively, or 
with one where corrosion was particularly active in 
the boilers in spite of every precaution that could be 
taken? What would you do if the tail shaft broke, 
or if the propeller dropped off, necessitating the fit- 
ting of a spare shaft and propeller? How would you 
repair a cracked tube sheet while at sea? In the event 
of the condenser or circulating pumps failing, how 
would you rig up a jet condenser? Could you build 
a makeshift pump piston to replace a broken one? 
What would you do if a fracture developed in the main 
steam pipe or in any of its valves and fittings ? 

Questions such as these are not mere matters for 
idle speculation while coaling ship or lying-to in a safe 
harbor, but they are questions which frequently call 
for immediate answer under the most trying ¢circum- 
stances. Breakdowns are bound to occur even on 
ships where the greatest care is used in the mainte- 
nance of the machinery, and it is absolutely necessary 
that the chief engineer and his assistants should be 
men competent to face and solve such problems in a 


satisfactory way. Aside from the fact that it takes a 
good mechanic to plan and execute a satisfactory re- 
pair job on any piece of machinery, the quality most 
to be desired in a marine engineer, who is likely to be 
called upon to face such emergencies, is resourceful- 
ness. 

Outside of a natural aptitude for mechanics and a 
thorough training in steam engineering and allied sub- 
jects, the thing which makes one engineer more re- 
sourceful than another is the fact that he has a wider 
knowledge of what has been done by other men in 
similar circumstances on other ships. Stories of 
breakdowns and how they were repaired are seldom 
brought to the public notice, on account of the nat- 
ural reticence of shipowners and marine engineers re- 
garding accidents which have happened to their ships, 
and consequently the opportunities for most engineers 
to obtain such information are somewhat limited. 
During the past few months we have had an oppor- 
tunity to secure complete details covering a consid- 
erable number of repair jobs, several of which are de- 
scribed in this issue. These will be followed by others 
of the same general character in subsequent issues, 
and we hope that these few instances will serve to 
bring forth many more similar articles from our 
readers. 


Superheated Steam. 


Superheated steam is no novelty. For over half a 
century it has been used to a greater or less extent 
in steam-power plants of all descriptions. During this 
time it has been the subject of extended and thorough 
investigation not only as to its individual properties 
and behavior under various conditions, but more par- 
ticularly in connection with its use as a factor of econ- 
omy in steam-power plant design. The whole sub- 
ject has been so thoroughly discussed time and time 
again that it would be superfluous to again refer to it 
if it were not for the fact that current progress in the 
development of steam boilers and engines is continu- 
ally bringing forth new conditions and questions in 
relation to the economy of steam-power plants in which 
the use of superheated steam is a factor which can- 
not be disregarded. For one thing, the introduction 
of the steam turbine has emphasized more than ever 
before the advantages to be gained by the use of su- 
perheated steam, as it has been shown that the reduc- 
tion in steam consumption of turbines due to the use 
of superheated steam is very materially greater than 
the reduction in the steam consumption of reciprocat- 
ing engines due to the same cause, at least in land in- 
stallations, and there is no reason why the same should 
not hold true in marine work. According to data 
collected by Mr. R. M. Neilson, which is quoted else- 
where in this issue by Mr. F. J. Rowan in his resumé 
of superheated steam as applied to marine work, the 
increased economy of the turbine over the reciprocat- 


JuLy, 1969. 


International Marine Engineering 


281 


ing engine due to the use of superheated steam is ap- 
parent at both low and high degrees of superheat, the 
percentage reduction of steam consumption per de- 
gree Fahrenheit ranging all the way from 0.47 at 13 
degrees to 0.09 at 260 degrees in the case of the tur- 
bine, and from 0.25 at 31 degrees to 0.07 at 440 de- 
grees in the case of the reciprocating engine. In gen- 
eral, it is claimed that the steam consumption of the 
turbine may be reduced 1 percent for each Io degrees 
F. of superheat. Designers cannot well afford to dis- 
regard claims such as this when considering the in- 
stallation of turbines as prime movers. 

Many years ago Rankin summed up the advantages 
of using superheated steam as follows: an increase in 
the efficiency of the motive fluid without producing 
a dangerous pressure; a diminution of the density of 
the steam and consequent lessening of the back press- 
ure, and a reduction of cylinder condensation and leak- 
age. It is now pretty generally understood that prac- 
tically the whole benefit derived from superheating is 
due to the latter cause. The thermodynamic advan- 
tage is comparatively small. The real advantage 
gained by superheating can only be determined by tak- 
ing into consideration the performance of the entire 
plant, including the boiler, superheater, steam piping, 
valves and engine. An added consideration involved 
in marine installations is the question of weight and 
space occupied by the superheating apparatus. This is 
a matter of little importance on shore, but on board 
ship it cannot be neglected. Closely associated with 
this is the question of the effect of superheated steam 
on the design of the engine, piping and valves, and 
also on the liability of breakdowns and the increased 
cost of repairs to the machinery and the cost of the 
maintenance of the superheater itself. As regards the 
real advantage to be gained by the use of superheated 
steam in marine work, most results which have been 
published, where there is an opportunity to compare the 
performance of the same plant with and without the 
superheater, seem to show that an average saving of 
about 15 percent in coal consumption can be obtained 
by superheating. This is, of course, a very general 
statement, as the results in any particular case may 
vary widely from this, depending upon local conditions. 
This gain in coal consumption is apparently not ob- 
tained at the expense of any great increase in the cost 
of repairs or maintenance of machinery, for progress 
in the improvement of the materials and of the design 
of engines, valves, piping, etc., and in the construction 
of the superheater itself, has kept pace fully with the 
increased demand for apparatus to successfully with- 
stand the high temperatures involved by the use of su- 
perheated steam. In the earlier days of superheated 
steam troubles with superheater tubes and troubles with 
rubbing surfaces of cylinders, piston rods, valves and 
packings frequently led engineers to abandon super- 
heated steam for the many less troublesome means at 
their disposal for improving the capacity and economy 


of their steam plants. Now, however, since most of 
the refinements which were then available in other di- 
rections have become matters of standard practice, it 
is impossible to ignore the advantages of superheat, 
as far as the economy of a marine steam plant is con- 
cerned. That superheaters are now being considered 
as a necessity in a great many cases is shown by the 
fact that in America alone no less than twenty ves- 
sels, aggregating 158,450 horsepower, are so equipped, 
eight of which are naval vessels. 

Progress has been made not only in the design of 
superheating apparatus and in the adaptation of en- 
gines to the use of superheated steam, but also in the 
investigation of the properties of superheated steam. 
For a great many years Regnault’s figure of 0.48 
was relied upon as the correct mean value of the 
specific heat of the steam; but recent investigations 
carried out in Germany by Knoblauch and Jacob and 
in America by Drs. Thomas, Heck and others, have 
shown that there is a considerable variation in the 
specific heat with different conditions of pressure and 
temperature. In general, the value of the specific heat 
decreases for any pressure as the temperature rises 
and increases for any given temperature as the press- 
ure rises. Results obtained by Dr. Thomas, in Amer- 
ica, and by Mollier, in Germany, agree substantially 
with those obtained by Knoblauch and Jacob. Fur- 
thermore, recent experiments by Dr. Harvey N. Davis, 
of Cambridge, Mass., have shown that Regnault’s 
classic formula, which for sixty-one years has been used 
for the total heat of saturated steam, is not correct. 
Recomputed values of the specific heat of saturated 
steam differ from former standards by 3 percent at 
32 degrees and by about 1 percent in the opposite di- 
rection at 275 degrees. Below 212 degrees there is 
an abundance of modern data to show that Regnault’s 
formula runs high, the error reaching 18 B. T. U. at 
32 degrees. Calculations based on the old values as 
established by Regnault are not entirely worthless, but 
now that more accurate values are at hand all com- 
putations of importance should be based on the new 
values. 

At the present time there are not many different 
types of superheaters on the market, seven or eight dif- 
ferent designs covering the entire field. It has been 
generally understood that the use of watertube boilers 
gave the superheater a decided impetus, because the 
superheater could be more easily applied to that type 
of boiler. Such is not really the case, however, for 
most of the superheaters can be applied to cylindrical 
boilers of the Scotch type. In general, it has been 
found an advantage to have the superheater so con- 
structed that it could be cut off from the path of the 
hot gases if desired. Independently-fired superheaters 
have been used on board ship to some extent, although 
their use is more recent than the other types, the 
earliest types of superheaters usually being fitted in the 
uptakes or at the base of the funnels. 


282 


International Marine Engineering 


JULY, 1909. 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 


Tons. Knots. May 1. June 1. 


S. Carolina.. 16,000 18% Wm. Cramp & Sons......... 90.0 92.3 
Michigan ... 16,000 18% New York Shipbuilding Co.. 97.4 98.1 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 77.9 82.4 
North Dakota 20,000 21 Fore River Shipbuilding Co.. 81.5 84.8 
Florida .... 20,000 2034 Navy Yard, New York...... 11.9 16.4 
Utah ....... 20,000 2034 New York Shipbuilding Co... 14.9 20.0 
TORPEDO-BOAT DESTROYERS. 
Smithwereere 700 28 Wh, Crem © SOAScoccocac 81.6 88.4 
Lamson .... 700 28 Wm. Cramp & Sons........ 75.7 80.5 
Preston .... 700 28 New York Shipbuilding Co.. 70.7 77.4 
Flusser ..... 700 28 Batheelronm\VoLkseeriereeers 68.7 74.0 
Reid te teee 700 28 Bathe lronmvViockserrertrrerdteter 67.8 73.0 
Paulding ... (A229 eee batheelronmVViOtksameremriecine 9.8 14.2 
Drayton .... 742° 2934 “Bath Iron) Works..=.....-..- 9.7 14.2 
Roe) fesceecc 742 29%4 Newp’t News Shipbuilding Co. 38.6 46.7 
LSERT o00000 742 291%4 Newp’t News Shipbuilding Co. 33.7 41.0 
Rerkinsweee 742 29%4 Fore River Shipbuilding Co., 22.0 28.3 
Sterrett ..... 742 29% Fore River Shipbuilding Co.. 22.0 28.3 
McGalll 3... 742 2914 New York Shipbuilding Co.. 11.7 13.1 
Burrows .... 742 29%4 New York Shipbuilding Co.. 11.3 12.8 
Warrington.. 742 29%%4 Wm. Cramp & Sons........ 16.0 19.6 
Mayrant .... 742 291% Wm. Cramp & Sons......... 16.1 23.4 
SUBMARINE TORPEDO BOATS. 

Stingray .... Fore River Shipbuilding Co.. 89.8 91.7 

arpon Fore River Shipbuilding Co.. 89.7 91.7 
Bonita Fore River Shipbuilding Co.. 81.4 85.2 
Snapper Fore River Shipbuilding Co.. 80.4 84.9 
Narwhal Fore River Shipbuilding Co.. 89.7 91.6 
Srayling Fore River Shipbuilding Co.. 84.6 88.8 
Salmon Fore River Shipbuilding Co.. 75.3 81.0 

KEN So00000 Newp’t News Shipbuilding Co. 12.7 18.0 


TECHNICAL PUBLICATIONS. 


Directory of Shipowners, Shipbuilders and Marine Engi- 
neers, 1909. Size, 6 by 8% inches. Pages, 749. London: 
The Directory Publishing Company, Ltd., 3 Ludgate Circus 
Building, E. C. Price, 10/ ($2.50). 

This important directory has reached. its seventh year of 
publication and fully justifies its existence; in fact, it seems 
indispensable to all who would be fully acquainted with the 
personnel of the shipowning, building and marine engineer- 
ing world. All the shipping companies are detailed, with par- 
ticulars as to their boats; to facilitate reference there is a 
copious index, and the owner and details of any particular 
vessel can be easily found. The leading officials of the va- 
rious firms of shipbuilders and marine engineers are given, 
together with the number of berths, maximum output, capa- 
city, and the size of the drydocks. Besides the “Boat Index,” 
already indicated, there is a “Personal Index.” 


Machine Drawing and Design for Beginners. By Henry 
J. Spooner, C. E. Size, 9 by 634 inches. Pages, 266. Illus- 
trations, 751. London, 1908: Longmans, Green & Company. 
Price, $1.25. 

The author of this book has had extended experience in 
teaching the subjects of mechanical drawing and machine de- 
sign, and has endeavored to present the subject in this book in 
such a way that the student may learn the rudiments of the 
subject without the aid of outside instruction. For this pur- 
pose the first six chapters are devoted entirely to the subject 
of drawing, the simplest details being carefully described and 
illustrated. It is intended that these chapters shall give the 
student sufficient instruction to enable him to learn the art of 
making working drawings of simple pieces. The remaining 
chapters treat more particularly of matters relating to details 
of machine parts. Not only is the correct method of making 
working drawings of the details explained, but the calcula- 


tions for proportioning the various parts are also given, so. 
that it is not necessary for the student to refer to a hand> 


book: or other source of information for his data. . The details 
described are very practical, including such pieces of ma- 
chinery as shafting, cranks, journals, couplings, clutches, keys, 
bolts, nuts, screws, roller and ball bearings, toothed gearing, 


_ successfully. 


pistons and cylinders, crossheads and guides, connecting rods, 
etc. One chapter is devoted to riveted joints, in which not 
only the proportions of different kinds of rivets are given, but 
the computations for various styles of riveted joints, and the 
method of figuring strength is also described. The text is 
concise and clear, and the book is profusely illustrated, so 
that it cannot fail to‘be of value to the student in this branch 
of engineering. 


Steam Turbines. (Power Handbook Series), by Hubert 
E. Collins. Size, 414 by 634 inches. Pages, 186. Figures, 76. 
New York, 1909. Hill Publishing Company. Price $1.00. 


The large number of steam turbines now being installed in 
power plants necessitates the acquisition of a certain amount 
of practical knowledge regarding turbines by the engineer in 
charge of the plant in order that he may operate the plant 
This book attempts to give a compact manual 
for engineers who are in charge of turbine plants. The prin- 
cipal standard types of turbines are carefully described and 
following this are chapters on the proper methods of testing 
a steam turbine, auxiliaries for steam turbines and troubles 
with steam turbine auxiliaries. 


SIR WILLIAM HENRY WHITE. 


Probably there is no more eminent living authority on the 
subjects of naval architecture and marine engineering than 
Sir William Henry White, K. C. B., F. R. S., LL. D., D. Sc., 
formerly chief constructor of the British Admiralty. He first 
became connected with the Admiralty in 1867, and remained 
in the constructive department until 1883, rising meanwhile 
to the rank of chief constructor. From 1870 to 1881 he was 
also professor of naval architecture at the Royal School of 
Architecture and Royal Naval College. When, in 1883, Arm- 
strong & Company, of Newcastle, established a department 
for the building of warships, Sir William White organized 
and directed the department. This work occupied him until 
1885, when he became director of naval construction and the 
assistant controller of the Royal Navy. This position he 
held until February, 1902, and, during that period, he was 
responsible for the design of all His Majesty’s warships. He 
was finally forced to resign on account of ill health, and was 
awarded a special grant of money by vote of Parliament in 
recognition of his exceptional services to the navy. 

Such, in brief, is the professional record of this distin- 
guished constructor. That his time has not been devoted en- 
tirely to the pursuit of one single branch of science is evident 
from the interest which he took in almost every important 
engineering organization, not only in Great Britain, but, as 
well, in the United States and other countries. He is a past 
president of the Institution of Civil Engineers and of the 
Institution of Mechanical Engineers, a vice-president of the 
Institution of Naval Architects and past president of the In- 
stitutions of Marine Engineers and Junior Engineers. He 
is also past master of the Shipwrights Company of London; 
a foreign member of the Royal Academy of Sciences of 
Sweden; and an honorary member of the Association Tech- 
nique Maritime, the American Societies of Civil Engineers, 
Mechanical Engineers and Naval Architects; and an honorary 
member of the Institution of Engineers and Shipbuilders in 
Scotland; of the Northeast Coast Institution of Shipbuilders 
and Engineers, and chairman of the Board of Studies in 
mechanical engineering at the London University. 

Numerous professional papers have been presented by him 
before these various societies, and he has contributed much 
in the way of valuable discussion. on subjects presented by 
other members. He is the author of a “Manual of Naval 
Architecture,” and also a frequent contributor to the technical 
and engineering press. 


JuLy, 1909. International Marine Engineering 


: 
Sioa 


Sesegen 


a, 


4 


SIR WILLIAM HENRY WHITE, Kk. C. B., F, R. S., LL. D., D. SC. 


284 


ENGINEERING SPECIALTIES. 


Standard Piston Rings. 


The piston rings manufactured by the Standard Piston Ring 
& Engineering Company, Limited, Premier Works, Don Road, 
Sheffield, are so constructed that the spring combines the 
necessary vertical and lateral actions in such a way that the 
rings can be worked: at the highest speeds and pressures com- 
monly used. This is due particularly to the fact that a maxi- 
mum amount of vertical pressure is obtained against the pis- 
ton flanges. The inner surface of the piston ring is coned to 
afford a snug bed for the oval springs when in compression. 
As shown in the illustration, these springs lie immediately 
under the face of the ring in contact with the cylinder. They 


z 
il 


have liberal bearing surface, so they do not form grooves 
in the piston rings, yet they may be accurately adjusted by a 
thin washer placed over the shanks of the long springs. The 
packing rings themselves are made from a special brand of 
iron manufactured exclusively for piston rings. It is claimed 
that it is tough and very close-grained, and possesses good 
enduring qualities. Tests are quoted by the manufacturers, 
showing that one of these rings of the Ramsbottom type, 3% 
inches in diameter, and having an opening of 1% inch, was 
sprung open until the opening was 1% inches, the extension 
being, therefore, 1 inch. This was again tried, the width of 
the opening being extended 1% inch at a time until it reached 
1% inches. 


The Reayell Vertical Paraffin (Kerosene) Oil Engine. 


The Reavell paraffin oil engine is of the vertical “four 
stroke” type, having one power stroke in every two revolu- 
tions. The cylinder of the engine is directly bolted to the 
standard, and the main bearings are spigotted into an accu- 
rately bored recess on either side, thus ensuring good aline- 
ment. The half-time shaft works in bushes also fixed in the 
standard, the cams being made solid with the shaft. Both 
inlet and exhaust valves are mechanically operated from this 


International Marine Engineering 


JuLy, 1909. 


shaft and are of ample area. A special arrangement is provided 
to prevent any but a vertical thrust being exerted on the tap- 
pet rods. This consists of levers carrying rollers, having their 
fulcrum at the side opposite to the cam shaft, thus obviating 
undue wear on the bushes which guide the tappet rods. The 
governor is of the horizontal centrifugal type directly at- 
tached to the shaft and is arranged on the end of the half- 
time shaft, being connected by means of suitable levers to a 
butterfly valve fixed in the vapor-inlet pipe. Governing is 
effected by throttling the supply of vapor. The commutator 
is of standard design, consisting of a spring-loaded roller 
pressing over a metal segment. The position of the commutator 
can of course be set so as to give the most efficient results for 
igniting the charge. The engine is water-cooled and can be 
arranged either with a thermo-syphon tank, circulating pump, 
or any other convenient method. The manufacturers are 
Reavell & Company, Limited, Ipswich. 


A Few New Starrett Tools. 


The illustrations show a number of new tools recently 
placed on the market by the L. S. Starrett Company, Athol, 
Mass. Fig. I is a universal bevel protractor constructed with 
verniers reading to five minutes or one-twelfth of a degree. 
The verniers are so placed with relation to the graduated half- 
circle as to make the protractor readable by vernier in any 


Fic. 1. 


position. The disk is graded in degrees from zero to 90 each 
way and rotates the entire circle on a central stud inside the 
case. The blade clamped by an eccentric stud against the 
edge of the disk may be slipped back and forth its full length, 
or turned at any angle around the circle and firmly clamped 
at any point. An important feature of the tool is the fact that 


FIG. 2. 


JULY, 19099. 


the figures on the yernier are placed close to the holes, thus 
making it easy to read the tool when taking measurements. 
The central lock nut may be given a slight turn when the pro- 
tractor is firmly held in position. The protractor stock is 4 
inches long and has either a 7 or a 12-inch blade % inch 
wide; with the 7-inch blade the tool weighs only 6 ounces. 
Fig. 2 shows attachments made to slip on and off the top 
side of the Starrett Company’s iron levels to be used for 
sighting. The attachments are held in place by set screws 
and are provided with sight holes, one with a cross wire, en- 


s 


NTI 


FIG. 3. 


abling the workman to line accurately from the top of and 
parallel with the level. Sighting through the holes will en- 
able one to use the common level for leveling a plot of ground 
from a fixed point at long range. These sights are made in 
sizes corresponding with various sizes of levels. 

Fig. 3 shows two styles of tool makers’ calipers. These are 
made from round stock with the legs drawn down, making 
them stiff and hard. The fulcrum stud is hardened and the 
screw and nut are carefully fitted. These tools are made in 
sizes from 2 to 6 inches. 


Robinson’s Rotary Cutters and Suction Apparatus. 


Editor INTERNATIONAL MARINE ENGINEERING: 

I am interested to note that three of the dredges illustrated 
in your May number are from my designs, namely: The 8- 
yard dipper dredge for the Cuban Government, the hydraulic 
dredge Alexandra, built by Simons & Company, and the two 
large dredges Jinga and Kalu, for Bombay, also built by 
Simons. These three dredges built by Simons are fitted with 
my improved dredging apparatus, including rotary cutter, 
suction frame and driving gear, for which the details were 
furnished from this office, and the remainder of the ship de- 
tails, etc., being furnished by Simons. In your article de- 
scribing the Alexandra I observe you give me credit for 
Robinson’s rotary cutter, but in the article describing the 
Jinga and Kalu there is no credit given. I may say that since 
your article was written these two dredges for Bombay have 
completed their three months’ guarantee, and having fulfilled 
the requirements have been accepted by the Bombay Trust. 
The work done at times exceeded 3,000 yards per hour pumped 
a distance of 4,000 feet. 


MontTreAat, Can. A. W. Rosinson. 


International Marine Engineering 


285 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
IDL, C; 


914,857. PROPELLER. MORGAN B. MILLER, OF SAN JOSE, 
CAL., ASSIGNOR OF ONE-HALF TO GEORGE W. HARVEY, OF 
SAN JOSE. 

Claim 1.—A propeller blade having a dished engaging face, the 
curvature thereof being an arcs of circles and having a greater radius 


Wi i RASSS 


in a direction transverse from the propeller shaft than radially thereto, 
Four claims. 


915,004. PNEUMATIC PROPULSION OF VESSELS. 
WILDE, OF PHILADELPHIA, PA. 

Claim 1.—In a means for the propulsion of vessels by pneumatic 
pressure, the combination of a vessel having a keel, of a guard at each 
side of the keel, and for a portion of its length, and below the hull; 
spaces formed between the guards and the keel which are open to the 
circulation of water at the bottom and at each end, and compressors 
having means to deliver pneumatic pressure to said spaces, toward the 
bow and toward the stern of the vessel. Eight claims. 


915,118. BOAT DAVIT. PERCY G. SANBORN, OF SAN FRAN- 
CISCO, AND WALTER A. HESSE, OF ALAMEDA, CAL. 

Claim 1.—In combination with a stand or base, a casing rotatable on 
said base, means for rotating the same thereon, a post secured upon 
said casing and having diverging arms arranged to guide ropes for 


EDWARD 


supporting a boat, drums in said casing on which said ropes can be 
wound, high and low-speed mechanisms for rotating said drums, and 
means for selectively operating said mechanisms. Eleven claims. 


915,255. SCREW PROPELLER. ALBERT RICHARD WEISZ, 
OF BROOKLYN, N. Y., ASSIGNOR, BY DIRECT AND MESNE 
ASSIGNMENTS, TO WEISZ ROTARY PISTON AND ATMOS- 
PHERIC MOTOR COMPANY, A CORPORATION OF NEW YORK. 

Claim 1.—In a device, the combination with a tube adapted to con- 
duct fluid, a propeller in said tube adapted to draw the fluid into said 


tube at one end and discharge same at the other end; of means dis- 
posed in the suction side of said tube conforming snugly to the shape 
of said propeller for preventing a whirling motion of the fluid before 
it reaches said propeller. Two claims. 


915,410. BARGE. ARTHUR M. BOWMAN, OF AVALON, PA. 

Claim 2.—In a barge, the combination of a wooden bottom having 
partly submerged sides, bottom planking, inner transverse metallic 
beams, metallic sides projecting above the wooden sides, inwardly ex: 


286 


International Marine Engineering 


ail 


JULY, 1909. 


tending side-bracing elements connected with the metallic sides, up- 
wardly rounded end plates, and intervening transverse partitions. 
Eight claims. 

915,454. DREDGER HEAD. ROBERT A. LOWE, OF DULUTH, 
MINNESOTA, ASSIGNOR OF ONE-HALF TO W. H. LAMSON, OF 
HINCKLEY, MINN. : : 

Claim 2.—A dredger head having an intake opening and a nozzle 
located on the wall of said head and arranged to project a jet against 


contiguous to said opening and a material carrier ar- 
ranged to deliver the material through said opening. Eighteen claims. 


915,458. POWER TRANSMITTER AND CONTROLLER. 
THOMAS SPENCER MILLER, OF SOUTH ORANGE, N. J. 

Claim 1.—In combination, a motor, two actuators by which its power 
is delivered, a driving connection between the motor and the first one 


the material 


of said actuaries, a transmitter between the first and second of said 
actuators, a movable transmitter carrier and means whereby a uniform 
strain may be applied to said transmitter. Fifty-one claims. 


British patents compiled by G. F. Redfern & Company, 
chartered patent agents and engineers, 4 South street, Fins- 
bury, E. C., and 21 Southampton building, W. C., London. 


23,024. SHIPS’ BULKHEADS. W. M. HOSKINS, BORDESLEY, 
BIRMINGHAM. pes 

Portable partitions, for use in ships for the purpose of dividing a 
space into cabins, are of such a length that they fit snugly between the 
stanchions. ‘The edges are shaped to fit closely to the stanchions, and 
the rear sides are left open to permit the bulkheads to be placed in po- 
sition. Open-topped cup brackets on a casting are adapted to receive 
the snugs on the fitting secured to the bulkhead. In order to secure 
privacy, a flange or closure plate is provided on the fitting, or attached 
to the bulkhead, completely covering one side of the bulkhead clearances. 
The cup brackets are! provided with extensions or bearing pieces, against 
which the outer vertical edges of the~closure plates are adapted to fit. 
The bulkhead fittings may also be provided with sockets to receive studs 
carried by folding berths, by which the berths may be supported. 


273,244.  SHLPSA IS CULDEDS AND SIDES LIGHRSSsshaGaeP: 
PRESTON, OF STONE & CO., DEPTFORD, KENT, AND G. E. 
JAKEMAN, PECKHAM, SURREY. 

A jointing device, for the scuttles and side lights of ships, consists of 
a ring of metal or other material having a certain amount of elasticity, 
comparatively thin, and mounted in the frame of the scuttle, so that the 
edge of the glass frame, which is made sharp, beaded, or of conical 
form, may contact with the surface of the ring and form a tight joint 
when pressed against it. The figure shows a form of the jointing ring of 
the shape of a frustrum, applied to both the glass frame and dead 
light. Instead of this form, the ring may be of either of several different 
forms; in one of which are two contacting rings arranged to 


applied 


form a tight joint under pressure when closing the 
scuttle. Another form of the ring is of semi-circular cross-section, 
and is reinforced by a backing of rubber or other resilient material. 
When applied to frames which turn on trunnions through a right angle 
to admit air through the scuttle, the ring is bulged or curved in section. 
The jointing device is also described with reference to sliding scuttles 
and to scuttles closed by partial rotation in conjunction with wedge 
action. 


23,530. LIFEBOATS. G. E. ENGLUND, LYSEKIL, SWEDEN. 

In lifeboats of the class in which the boat proper is supported by an 
hermetically-closed spool-shaped floating body, the spool-shaped body is 
provided with a contracted central part, around which is rotatably 
mounted a drum, rigidly connected to the boat proper, and keel. To 
prevent excessive friction between the drum and the central part, anti- 
friction rings are provided, which are prevented from longitudinal 
movement by means of stop rings. Rollers or balls may be used instead 
of the rings. The boat may be provided with watertight compartments 
in its bottom and with oars or other propelling apparatus. The boat is 
independent of the rotary motion of the float, and capsizing-is thus 
prevented. 


23,518. TORPEDOES. P. M. JUSTICE, LONDON. 

Ejecting Tubes.—The door is closed by means of a link and a screwed 
spindle and nut operated by a rod. A screwed nut on the rod is 
adapted to lock the firing lever when the door is closed. The lock bolt 


and the firing valve are operated by a common lever. A slot-and-pin 
connection is: provided, so that the bolt may be removed before the 
valve is opened. 


23,742. SHIPS’ MASTS AND FUNNELS, LOWERING AND 
RAISING. H. CORDEN, NEW HOLLAND, LINCOLNSHIRE. 

The invention is described as applied to ships’ funnels, and is stated to 
be applicable to masts. The upper part of the funnel is pivoted in a 
spindle supported by the lower part of the funnel. The funnel is low- 
ered by means of a wormwheel or toothed quadrant fixed on the spindle . 
or on the disc attached to the spindle, and engaging with a worm on a 
spindle turned by means of a hand wheel. The spindle is mounted on 
bearings in a hollow casting or box carried by a bracket on the base of 
the funnel. The box may be pivoted on the bracket, and the bracket 
may have a radial slot in it for studs on the box to work in, so that 
the box and the spindle may be adjusted and set at any suitable angle. 
Means are employed for locking the funnel to the base part when the 
funnel is in its raised position, so as to take the weight of the funnel 
off the spindle. A link having side projections is carried by a bracket 
mounted on the funnel, and a bracket mounted on the bracket has 
two lugs, the faces of which are inclined, so that the bottom part of 
the link will ride up and drop behind them when the funnel is raised. 
On the bracket is rotatably mounted a conical body having round the 
base an enlargement, of spiral form and sharp at the commencement. 
The conical body is rotated by an arm, so that the underside of the 
spiral enlargement may pass over the bottom end of the link, securing 
the link. When the arm is turned in the opposite direction, the sharp 
end of the enlargement passes under the end of the link and lifts it 
clear of the projections. The arm is supported when in its raised posi- 
tion by a chain. 


23,906. RUDDERS. R. S. BAGNALL & SONS AND A. F. FAIR- 
BAIRN, SOUTH HYLTON FORGE, NEAR SUNDERLAND. 

Relates to the connection of the rudder post to the rudder stock. The 
rudder post is connected to the rudder stock at an angle of about 45 
degrees by half-lap joints, which are tied together by bolts. The 
meeting faces are inclined. The post is provided with an extension, to 


which the rudder plate is riveted. The upper gudgeon is integral with 
the stock and is connected to the stern frame by a pintle, of which the 
head is placed sufficiently far beneath the under surface of the gudgeon 
to allow the stock to be raised to clear the dovetailed face between the 
laps, so that the rudder may be unshipped without removing the pintle. 


28,259. STEERING SHIPS. H. JARMAN, LONDON. 
_ Relates to screw steering gear for yachts, etc., of the type in which a 
divided nut with double screw action is employed to transmit the mo- 


tion from the steering wheel to the rudderhead, The half-nuts are en- 
closed in a slotted supporting tube mounted at one end on the rud- 
derhead and at the other on a fixed standard. 


International Marine Engineering 


AUGUST, 1909. = 


ag 
{] 

(> REINFORCED CONCRETE BOATS. 
2} as Oy 
he BY H. PRIME KIEFFER, C. E. (Nise 

— \ 4 


When it was first reported that in Italy boats were being 
successfully built of concrete, the idea was considered an 
innovation in shipbuilding. Upon investigating the manner 
in which these boats are built, however, it was found that 
the present method of construction is based upon ideas which 
were in practice hundreds of years ago in Egypt. The boats 
used by the ancient Egyptians on the Nile consisted of wicker 
frame work plastered over with clay. The concrete boats 


have absolutely ‘n no effect om abe Magia, ad that marine 
growths would nok adhere to it, it wag /decitléd? to build boats 
on a larger scale. "Bhree pontaans, fabout 80 feet in length, 
Io feet in widta aad 3 feet 6 hyetfesin.terth,” were constructed, 
and launched on the. Tiber, near Rome- >Jh cross-section they 
were similar to a? fat Tp, and, were divided longitusjnaity, into 
six equal compartment®> } They were held, togevher ’ by con- 
crete trusses, and a large’ platform awas, Blaced over them. 


FIG. 1.—tTyPICAL 150-TON REINFORCED CONCRETE BARGE. 


which are now coming into extensive use in Italy are built in 
very much the same way. Instead of reeds, however, the re- 
inforcement to-day consists of steel rods, and cement is used 
instead of clay. Senor Carlo Gabellini, head of the firm, 
Societa Cemento Armato e Retino Gabellini, Rome, Italy, 
is the inventor of this process. 

Some small rowboats were among the very first that were 
built. These were tested for rigidity and elasticity and then 
taken to the open sea, where they remained in salt water for 
some two years. After it was apparent that sea water would 


This simple construction has been utilized ever since as a 
floating construction dock for the new floats. 

A very clever idea in connection with the design of this 
dock is that it is so arranged that when a new vessel is to be 
launched water is allowed to siphon into the first two or three 
forward compartments of each pontoon, thus lowering one end 
of the dock and allowing the new construction to glide gently 
off the ways. The water is then pumped from the filled 
compartments and the dock rises again. 

In 1897 the company built for the Aniene Rowing Club, of 


288 


Rome, two pontoons similar to those described, 67 feet in 
length, and upon these pontoons was placed a concrete boat- 
house for the repair and storage of boats. The pontoons were 
linked together by concrete trusses, and according to reports 
the entire structure has never required any repairs, remaining 
in sound condition to the present day. 


International Marine Engineering 


AUuGUST, 1909. 


ing one bridge on the River Po, in Northern Italy, and many 
others of a similar design are in use in various parts of that 
country. 

Experiments in installing motive power on these boats are 
now being made, and the Gabellini Company are confident that 
they will prove that this can readily be done. 


FIG. 2.—BARGE UNDER CONSTRUCTION, SHOWING REINFORCEMENT AND ATHWARTSHIP GIRDERS, 


In 1905 the company built a 150-ton freight barge, for use 
in the military harbor of Spezzia, and in the following year 
they constructed one for the Italian Marine Service, which 
was taken to Spezzia, where it was subjected to severe tests by 
being drawn against a bridge pier and rammed by a powerful 
tugboat and various other trials. It was found so satisfac- 


tory, however, that four others of the same design were’ 


ordered, and they are now in use by the service. The dimen- 
sions of these barges are, roughly: Length, 60 feet; beam, 17 


FIG. 3.—NO MACHINES, CRANES OR DERRICKS ARE NEEDED IN THE SHIPYARD. 


feet, and inside depth from the cross girders, 5 feet. They 
have double sides and bottoms, with water-tight compartments 
at the ends, thus rendering them practically unsinkable. About 
this time, also, the company began the fabrication of a pecu- 
liarly shaped pontoon for supporting bridges on _ rivers. 
Twenty-four of these pontoons are now employed in support- 


METHOD OF CONSTRUCTING A TYPICAL I50-TON BARGE. 


The materials used in the boats, barges and pontoons built 
by the Gabellini Company consist of cement, sand, iron rods, 
both round and square, of various diameters, and both light 
and heavy networks of wires. Practically no skilled labor is 
employed on the actual construction work. 

The keel of the barge is reinforced with eight square iron 
rods of I-inch cross-section. These are not continuous, but 
are lapped over for a distance of 8 inches. They are bent 
to the exact longitudinal shape of the barge, and are held 
apart by smaller rods, carefully wired to the larger ones. 
After this there are next placed under these keel rods, and 
running at right angles to them, a number of other round rods, 
smaller in diameter and shaped to the various cross-sections 
of the barge. These are placed about every 3% feet for the 
full length of the barge, and are held in place by small rods 
located near the top. Next, a system of longitudinal rods is 
placed, and the intersections of these with the cross rods are 
tied with wires. The general form of the barge is then 
complete. . 

Under these rods, and forming, as it were, a bottom to the 
boat, is next placed a network, or netting, of fine wires with 
a mesh of about %4 inch. This netting is sufficiently wired to 
the rods to hold it in place. The concrete mixture is then 
applied to this surface, the wall being made about 1 inch in 
thickness. It is applied in the same way as plaster is placed 
on lath. After this is completed and a firm set has taken 
place, a similar but much thinner coat of concrete is given 
from the inside, but the wires with which the longitudinal 
and cross rods are wired are not covered up. There is thus 
formed one shell. 

In making the second or double bottom for the barge, the 
following method is pursued: Separately molded concrete 
slabs, about 2 inches thick, 6 inches high, and varying m 
length, are placed upon the lines of the principal longitudinal 


AUGUST, 19090. 


International Marine Engineering 


289 


and cross rods. This is readily done, as the wires joining 
their intersections are left exposed, as above noted. These con- 
crete slabs are thoroughly grouted to the concrete base upon 
which they rest by a good grout of neat cement. If one could 
now look at the construction from the center of it, he would 
see all around him a number of boxes with concrete sides and 
bottoms. It only remains now to place lids on these boxes, 
and the barge will be double-bottomed and sided. 

This is done in the following manner: Over the tops of 
these boxes, or compartments, is laid a wire netting of fine 


pose are establishments provided with a complete outfit of 
machinery, expert workmen and special materials. On the 
other hand, With the new system of concrete construction, any 
place near the water where the vessel is to be launched is well 
adapted for the work. 
netting are to be found in all markets, and can be easily trans- 
ported to the place of fabrication. The sand, moreover, can 
frequently be found on the site. 

A primary advantage in these works is that, in case of a 
break at a point of the concrete walls which extends to the 


The cement, sand, iron bars and 


aes 


RS a ik cee |i fae | 
= See 


eee eee ee eee 


I ee ee ee 


Lacie 
: 


FIG. 4.—THE BARGES HAVE AN INNER AND OUTER SHELL, THE SPACE BETWEEN BEING SUBDIVIDED INTO SMALL WATERTIGHT COMPARTMENTS. 


mesh, and this netting is joined to the concrete slabs forming 
the compartments by wiring it to the reinforcement previously 
placed in these slabs. Upon this netting is then placed a light 
coat of cement, probably about 14 inch in thickness. In this 
process care is taken to join this coat carefully to the con- 
crete slabs upon which the netting rests. At this stage there 
is placed another netting of heavy wires on the wet concrete 
surface, and upon this is placed, in turn, another coat of con- 
crete, making a total thickness of from 1 to 1% inches. This 
coat, which forms the inside of the barge, is rubbed until it 
becomes smooth. No waterproofing is used on this concrete, 
as it has been found that the process of rubbing the surface 
makes it imperméable to water and foreign substances, as well 
as proof against marine organisms. 

Each end of the barge is divided into two water-tight com- 
partments, formed by two bulkheads extending from the keel 
to the deck of the boat. One bulkhead is placed transversely at 
a distance of 8 feet from the ends, and the other is placed on 
the center line of the boat. It must be clearly understood 
that the latter bulkhead does not extend throughout the 
length of the barge, but simply from the ends to the athwart- 
ship bulkheads. The compartments thus formed are not de- 
signed for holding goods to be transported, but are used for 
the storage of tools, ropes, canvas, etc., and for the protection 
of the main cargo in case of injury to the end compartments. 

Two large square concrete beams, hollow, but heavily re- 
inforced, extend athwartships at the top of the barge. The 
barge is not covered completely, but has a concrete overhang, 
which extends 2 feet 8 inches in from the side walls. 

The keel, when completely concreted, is about 12 inches high 
and 6 inches thick. It is covered at the ends by a steel plate, 
Y% inch thick, and this plate extends slightly below the water- 
line. 


ADVANTAGES OF CONCRETE FLOATING STRUCTURES. 


Naval engineers well know the complications encountered 
in respect to individual constituent elements in designing and 
constructing flotation work and how indispensable for the pur- 


UT 


FIG. 5.—PARTIAL INBOARD PROFILE AND MIDSHIP SECTION OF CAR FLOAT. 


skeleton network, repairs can be effected by reuniting and also 
reinforcing the disconnected parts, and restoring them to their 
original form, if deformation has taken place. When the 
metallic parts are arranged a quick-setting cement is applied 
to the surface, as in the original work. 

A water-borne structure built in this manner may be re- 
garded as consisting of one piece, since it offers equal re- 
sistance at all points. The metallic network, which distributes 
over a large surface the effects of a blow or impact sustained 
at one point, not only diminishes the seriousness of damage 
due to collision but also confers upon the structure a con- 
siderable degree of elasticity, which permits it, after suffering 


FIG. 6.— REINFORCED CONCRETE DRYDOCK, SHOWING METHOD OF BRACING. 


momentarily a change of form, to return to its original state 
as soon as the strain caused by the external forces ceases to 
exist. This is a point about which engineers are skeptical, but 
it is claimed that experts and experience have proved its abso- 
lute correctness. 

There is little attrition in water. The external surface of 
the boat is brought to a grade of smoothness not attainable 
with wood or iron, and there is thus a saving in the force of 
propulsion. Since concrete exists best in water, and a century 
of ever-increasing use has shown it to be refractory to ex- 
ternal agents, and since iron is protected from rust when 
embedded in cement to such an extent that after ten years no 
trace of rust has been found in samples of cement-covered 
bars, it may be safely stated that no trace of deterioration 
will be encountered in floating structures of reinforced con- 
crete. 

Incrustations, which in a short time destroy the smoothness 
of steel and wooden hulls and thus favor the life and growth 


290 


International Marine Engineering 


AUGUST, 1909. 


of animal and vegetable organisms, are entirely avoided in 
concrete construction. Thus, minimum resistance to speed is 
always preserved, and the expense of external cleaning and 
painting is avoided. In fact, cost of maintenance is practically 
eliminated, an advantage of great importance when it is con- 
sidered that the annual repair bill for wood or steel hulls is 
very large compared with the first cost. Since concrete of 
the quality used in these vessels is non-absorbent, imper- 
meable to humidity, and is not affected by ordinary chemical 
reactions, complaints of losses in cargoes caused by such 
agencies during transportation by water cease. Liquids can, 
of course, be carried in properly constructed vessels. No 
other material can be subjected to frequent washing and dis- 
infection without danger of incurring loss of substance or 
absorption of moisture. 

Comparing first cost and endurance in floating structures 
of wood and concrete, it has been found that a wooden barge 
requires, after five years’ service, repairs entailing an ex- 
penditure of about 30 percent of the initial price, while similar 
structures of concrete are found after eight years of use to be 
in perfect condition. 


BARGES FOR TRANSPORTING RAILROAD CARS. 


At the present time the company is engaged in making a 
number of barges for the Italian State Railways, designed to 
carry six freight cars each. The barges will carry one line of 
tracks, will be single-bottomed (with one shell), and will set 
very low and flat in the water. The general design is shown 
in Fig. 5. They will be the longest floating structures built 
to date by the Gabellini Company, the length over all being 
about 158 feet. 


SUPERHEATED STEAM IN MARINE WORK.—II. 


BY F. J. ROWAN. 


TYPES OF SUPERHEATERS USED IN RECENT MARINE WORK. 


There are seven or eight different designs of superheaters 
known to be at work on board steamers fitted in Britain, Ger- 
many, America and France, and it is possible there may be 
one or two others of which the ship owners or their super- 
intending engineers do not wish to publish particulars. Of 
those known, all but two seem to have been applied to cylin- 
drical boilers, although all but one are capable of application 


FIG. 9. 


FIG. 10.—SUPERHEATER MANUFACTURED BY THE CENTRAL MARINE 
ENGINE WORKS, 


to watertube designs also. The following are the superheater 
designs: (1) Those fitted by the Central Marine Engine 
Works; (2) those fitted by Mr. W. S. Hide in steamers under 
his care; (3) the Watkinson superheater; (4) the Babcock- 
Wilcox superheater; (5) the Diirr superheater; (6) the 
Schmidt superheater; (7) the Foster superheater; (8) the 
Pielock superheater. 

Of these, the first three kinds have been fitted in the 


FIG. 11.—WATKINSON SUPERHEATERS. 


up-takes or at the base of the funnel of Scotch or other 
cylindrical boilers. The Durr superheaters are practically 
integral parts of their watertube boilers; the Foster is used 
in a similar position in boilers on land, but has been applied 
as an independently-fired superheater at sea; the Schmidt 
design has also been arranged as an independently-fired 
variety, as well as placed in the smoke tubes of dry-back 


AUGUST, 1900. 


boilers and in the flame tubes of cylindrical boilers specially 
designed, and the Pielock is a superheating chamber, forming 
an integral portion of the cylindrical Scotch boiler. 

The superheater designed by the Central Marine Engine 
Works, of West Hartlepool, is composed of waved, or ser- 
pentine-shaped, tubes, either connected at top and bottom ends 
to cast iron headers, or bent to M form with one set of 


\ Damper 
i} 
1 


H.P.Cylinder | 
| 
j Br. Stop Valy: 
+ . ue 


eae I Lal 


H.P.Cylinder 


=e. 
Superheated Steam 


FIG. 12. 


headers at the lower end. Figs. 9 and ro illustrate both forms, 
Fig. 9 showing their position relatively to the boilers. The 
superheaters are fitted directly in the up-take, below the air- 


International Marine Engineering 


291 


signs. Some of the vessels equipped with Central Marine En- 
gine Works superheaters are fitted with watertube boilers, 
but, as in those having scotch boilers, the superheaters are 
STEAM 


FROM 
SUPERHEATER 


sw STEAM 10'S UPERHEATER 


FIG, 14.—BABCOCK-WILCOX WATERTUBE BOILER WITH SUPERHEATER. 


placed in the funnel and are heated by the waste gases. 
The Watkinson superheater for marine use consists of 
multiple inverted U tubes, having their ends expanded into 


m7 
t oLOA0n% 
ial Lia 


oy Oo o 
A | 
H 


9, 
9 


OO © 0 0 7 


FIG. 18.—DURR SUPERHEATER. 


heating tubes, when forced draft on Howden’s plan is em- 
ployed, and just above the upper row of tubes in Scotch 
boilers. The superheaters installed by Mr. Hide are said to 


consist of a series of multiple U tubes with collectors at the - 


inlet and outlet. No illustration of these is extant and the 
description is vague enough to be applicable to several de- 


cylindrical or pipe-shaped headers, as shown in Fig. 11. They 
are usually placed in the up-take, according to the arrange- 
ment shown in Fig. 12, but an independently-fired arrange- 
ment was fitted in one ship. 

Fig. 14 illustrates the Babcock-Wilcox superheater as 
usually fitted with their marine type boiler, which is well 


292 


International Marine Engineering 


AUGUST, 1909. 


known. The superheater is of the multiple J tube variety— 
the tubes being placed horizontally in a position across and 


at right angles to the watertubes of the boiler—with the tube © 


ends fastened into forged steel headers. As shown in this 
arrangement, the superheater is entirely separate from the 
boiler and is interposed in the path of the hot gases before 


and an independently-fired superheater, suited for dealing with 
the steam from a group of boilers. 

The flame-tube superheater, illustrated in Fig. 15, is ar- 
ranged in the form of one, two or three large tubes (accord- 
ing to the size of the boiler) located at the top of the tube 
plates. In these large tubes there are numerous small super- 


1 a 
$e tre 


ex 


ens 


Q00000506: 


299900089 


FIG. 15.—SCHMIDT FLAME TUBE SUPERHEATER. 


they leave the boiler surfaces; the steam being conducted to 
the superheater from the main steam and water drum through 
independent pipes. Provision is also made for by-passing the 
superheater. 

The Durr superheater, illustrated in Fig. 13, is neces- 
sarily an integral part of the boiler to which it is at- 
tached, and cannot be altered in position with anything like 
the same freedom. It consists of rows of so-called “Field” 


| 


heater tubes, looped and disposed radially as to their ends, 
which are expanded into the bottom plate of a ring-shaped 
header casting which projects into the up-take. The header is 
divided into several compartments, and the steam is made to 
pass to and fro in the small tubes connected with each com- 
partment two or three times, passing into the compartments 
consecutively. The hot gases come in contact first with tubes 
containing the saturated steam from the boiler, and escape 


pa 


FIG. 16.—SCHMIDT SMOKE TUBE SUPERHEATER. 


or “Perkins” tubes (of which the Durr watertube boiler is 
constructed) branching out from the steam space of the 
steam and water drum, the tubes being in the direct path of 
the hot gases immediately after leaving the boiler surfaces. 

There are four types of the Schmidt marine superheater, 
viz.: the flame-tube superheater, for new boilers of the cylin- 
drical type; the smoke-tube superheater, applicable to either 
old or new boilers; the funnel or smoke-box type of super- 
heater, which can also be applied to existing or to new boilers, 


by openings in the header casting, which are controlled by a 
damper. A central steam pipe with nozzles is arranged for 
cleaning the superheater tube surfaces from soot and ash by 
steam jets. 

The smoke-tube superheater shown in Fig. 16 is applied to 
existing boilers where the tubes have an inside diameter of 
not less than 234 inches, the looped superheater pipes passing 
into these tubes and being grouped into horizontal or vertical 
headers. A steam jet or other blower is required in the 


AUGUST, 1909. 


funnel to govern the draft in this case. Where boilers are 
new this kind of superheater is applied by substituting in the 
middle of the tube plates a group of tubes, of approximately 
4 to 6 inches diameter, for the ordinary small tubes, and into 
these larger tubes the looped pipes are introduced. Within 
the smoke-box the superheater is separated from the other 
boiler tubes by means of a sheet iron casing. 

The funnel and smoke-box arrangements are applied where 
the tubes of existing cylindrical boilers are too small in 
diameter to admit the looped superheater tubes. In the funnel 
arrangement a group of weldless steel pipes, of practically 
an inverted J form, stand vertically in an inner casing at the 
base of the funnel, their ends being expanded into a steam 
collector. The smoke-box form resembles the land type of 


FIG. 17.—FOSTER SUPERHEATER ELEMENT. 


Schmidt superheater, consisting of rows of horizontal J tubes 
built up inside a casing. In these two instances the hot gases 
from about a third of the boiler tubes are drawn rapidly 
through these tubes and the superheater, by this means fur- 
nishing hotter gases to the superheater than it would other- 
wise receive, but at the same time quickening the evaporation 
of that portion of the boiler. 

The Schmidt independently-fired marine superheater is built 
up outside a small three-chambered watertube boiler, the 
watertubes and top drum of which shield the superheater 
tubes from too fierce a heat. There are four small drums, 


International Marine Engineering 293 


FIG. 19.—SEPARATELY-FIRED FOSTER SUPERHEATER ON S.S. BRAZOS. 


divide the steam into thin films, compelling it to pass through 
the annular space thus formed. This will ensure a greater 
velocity of movement of the steam over the heating surface, 
and thus render that surface more efficient, and it is said to 
ensure greater uniformity of resulting steam temperature. 
The land form of Foster superheater also has discs of cast 
iron threaded on the superheater tubes (see Fig. 17), in order 
to prevent overheating of these in the independently-fired 
arrangement; but this feature has been discarded in the 
marine type so far. In the marine superheater shown in Fig. 
19, the tubes are expanded into forged steel connecting and 
return headers, and the whole structure is enclosed in a steel 


FIG. 18.—PIELOCK SUPERHEATER. 


two directly above the central drum of the secondary boiler 
and one above each of its lower drums, and the small super- 
heater tubes are so connected to these drums as to cause an 
efficient circulation of the steam over the surfaces exposed to 
the hot gases. The steam from the secondary boiler may be 
passed through the superheater or used for other purposes. 
This form is applied to a group of boilers. 

The Foster superheater is formed of [J tubes, or “hairpin- 
form” tubes, placed horizontally, but has the distinguishing 
feature that these tubes or elements are equipped with an 
inner tube of smaller diameter closed at both ends, so as to 


casing having air spaces and non-conducting coverings. This 
casing practically forms the lower portion of the smokestack 
below the deck. It is carried on structural steel framework, 
attached to the deck beams and braced against pitching of the 
vessel. 

The Pielock superheater, as will be seen from Fig. 18, forms 
an integral portion of Scotch cylindrical return-tube boilers. 
It consists of a central and two lateral steam superheating 
spaces, located over the three furnaces, and each surrounding 
about one-fourth of the boiler-tube lengths. The chambers are 
made watertight. The holes in the tube plates are 2.55 inches 


204 


diameter at one end of the tubes and 2.63 inches at the other 
end, to facilitate removal of the tubes. The saturated steam 
is taken from the top part of the steam space in the boiler; it 
flows to the two lateral chambers and thence to the central 
one, baffle plates diverting-its flow round the tubes and to the 
steam pipe. In this case it will be seen that the steam sur- 
rounds the outsides of the smoke tubes through which the hot 
gases are passing, and the chambers are so placed that the 
gases have a length of tubes surrounded with water to pass 
through before reaching the superheater chamber. 
(To be continued.) 


A 6,000=TON FLOATING DRYDOCK. 


BY WILLIAM T. DONNELLY.* 


A new 6,000-ton pontoon floating drydock, which involves 
a number of new features in dock construction, has recently 
been completed by the writer for the John N. Robins Com- 
pany, Erie Basin, Brooklyn, N. Y. The general dimensions of 
the dock, as constructed, are as follows: Length of wings, 
334 feet 9 inches; length over all, 364 feet 9 inches; width over 


International Marine Engineering 


AUGUST, I909. 


yards of the John N. Robins Company three floating drydocks 
entirely of wood, two of which were more than fifty years old, 
and one forty-five years old. A careful and critical examina- 
tion of these structures developed the fact that their timbers 
below the normal waterline were in perfectly sound condition. 
Samples of oak timber cut from one of them showed 
in laboratory tests strength equal to new wood. When it was 
further considered that one of these floating drydocks was of 
such a structure that it had never been removed from the 
water since being launched, the evidence was considered con- 
clusive as to the desirability of wood for the under-water 
construction of floating drydocks. Examination of the upper 
works of these docks, made at the same time, equally demon- 
strated the undesirability of wood for the superstructure. 
Very much of the original superstructure had been from time 
to time replaced, and what remained was in a very unsatisfac- 
tory condition. The result was that the general plan for the 
new dock, as laid down, provided for wooden pontoons and 
steel wings. The general dimensions and proportions were 
arrived at from consideration of the structural weights and 
dimensions of the ships to be handled. 

The dimensions and number of pontoons, which are co- 
related, were determined from consideration of the strength 


FIG. 1.—GENERAL VIEW OF 6,000-TON DRYDOCK. 


all, 100 feet; width between side walls, 76 feet; pontoons, 100 
feet by 32 feet by 11 feet deep; height of wings, 30 feet above 
deck; lifting capacity, 6,500 tons; draft over keel blocks, 21 
feet. As designed, the dock comprises eleven sections, with an 
outrigger at each end, giving a length over all of 425 feet: 
The lifting power of the extended dock of eleven sections will 
be slightly more than 7,000 tons. 

The general requirements laid down covering the design of 
this dock stipulated that it should be the largest dock for 
which there was available room in the yard of the company; 
that it should be of the most advanced type, and such as could 
be built in the shortest possible time. At the time when the 
design of this dock was under discussion, there were in the 


* Consulting engineer, 185 Broadway, New York City. 


of the wings to be used, the controlling factor being that the 
pontoons were to be restricted to such size that the moments, 
due to the lifting power of any single pontoon, could be dis- 
regarded, thus making it possible to use the dock with any 
one pontoon disabled, either as to its buoyancy or through 
failure of its pumps. 


CONNECTION OF WINGS AND PONTOONS. 


One of the first considerations involved was the manner of 
securing together the wings and pontoons. Details of this are 
shown in Fig. 4. As the most familiar tools in the ship- 
repair yard are the driving maul and wedge, it was determined 
to so construct the attachment as to be operated by these 
familiar appliances. Around that part of the pontoon upon 


AUGUST, 1909. 


which the wing rests there was placed a packing timber 12 
inches wide, carefully leveled up to meet fairly the bottom of 
the wing, and to the under-side of the wing, corresponding to 
this bearing, there was provided a 3% by 12-inch reinforcement 
of steel plate with carefully countersunk rivets. To form a 
water-joint between these surfaces there was provided a 
three-ply canvas packing treated with red lead. Correspond- 
ing to each frame on 3-foot centers, there was secured to the 
pontoons a steel casting with an eye, so constructed as to take 
a steel taper pin having a taper of % inch to the foot. A 
wrought iron link, about 12 inches long, connects this pin with 
a similar eye in a steel casting secured to the wing. The other 
pin was made without taper, but was provided with a flattened 
side, upon which shims could be laid to compensate for any 
practical difference in the length of the links. In this way it 


International Marine Engineering 295 


Fig. 5. The construction is such that the rods can be replaced 
at any time without disturbing any structural part of the dock. 
It will be further noticed that the tie rods are made double 
at the partial bulkheads, coinciding with the location of the 
inside of the wings, and extend through the deck of the pon- 
toons, and serve to secure the cast steel shoe which takes a link 
and taper pin similar to the attachment on the outside of the 
wine. 


STEEL WINGS. 


The framing of the steel wings is on 3-foot centers, cor- 
responding to the trusses in the pontoons. Each frame is 
cross-braced and stiffened by diagonals to resist the pressure 
of the water on the outside. The plating is varied in thick- 
ness, being %4 inch on the bottom, 7/16 inch on the lower sides, 


FIG. 2.—INTERIOR OF THE DOCK. 


was found practicable to draw up all the fastenings and have 
all pins come fair. 


PONTOONS. 


All the pontoons are of identical construction, being 100 
feet in length, corresponding to the width of the dock, 31 feet 
10 inches in width and 11 feet deep. They each contain nine 
trusses on 3-foot centers, the design of the trusses being of 
the well-known form, comprising diagonals and a built-up arch 
member, each made very rigid by uprights secured to the side 
of the truss and blocking between the truss members. The 
design was so worked out as to have the bottom and deck 
planking both run in a direction parallel to the truss members, 
thus greatly adding to the strength of the completed structure. 
A center water-tight bulkhead, to inches thick, and three 
partial bulkheads on each side of the center, divide the pontoon 
into two water-tight compartments and six smaller compart- 
ments, giving great rigidity to the structure as a whole. 

It will be noticed that that part of the deck of the pontoon 
upon which the wing rests is left open, and at the center of 
the pontoon, corresponding to the point upon which the keel 
of the vessel rests, 10 by 12-inch timbers are used as a contin- 
uous base for keel blocks. On each side of the center bulk- 
head, and on one side of each of the other bulkheads, tie rods 
are provided. These are made double, with saddles at top and 
bottom, the detailed construction of which is plainly shown in 


FIRST AND THIRD PONTOONS DETACHED. 


and reduced to 5/16 inch and % inch near the top, the deck 
plating and top strake on the sides being 3¢ inch. Corners are 
reinforced by 6-inch by 6-inch by 7/16-inch angles. 

Attention is called to the longitudinal stiffeners on the out- 
side of the wings. In previous drydock construction these 
stiffeners have been intercostal on the inside of the wing. It 
is very apparent that the construction has been simplified and 
the design very much improved by making these members 
continuous on the outside of the wing. 

On 33-foot centers, or corresponding to the divisions be- 
tween the pontoons, there is a water-tight bulkhead extending 
up to within 7 feet of the deck. It will be understood that 
while the bottom of the wing is continuous, to furnish rigidity 
to the whole structure, there is an open connection between 
the wing and pontoon, so that, as soon as the pontoon is full, 
the water can rise in the wing. 

Attention should be called to the fact that the wooden pon- 
toons contain no ballast, and that, when entirely full of water, 
they have still a buoyancy of approximately roo tons each, and 
that the steel wings, containing 1,000 tons of steel, are just 
sufficient, with the added weight of machinery, to cause the 
whole structure to sink slowly when water is allowed to enter 
freely. By careful measurement, when the dock is submerged, 
it has been found that the total excess weight of the whole 
structure over its displacement is but slightly more than 300 
tons. 


296 


International Marine Engineering 


AUGUST, 1900. 


PUMPING PLANT. 
The pumping plant of the dock is operated by an electric 
motor located in a structure at the center of each wing. This 
motor is provided with an armature shaft extended at each 
end, and, through reduction gearing, drives a line shaft ex- 
tending along the top of the wing. Ata point above the center 
of each pontoon there is located a pair of cut-miter gears, the 
one on the line shaft being made a split gear. The weight 
of the vertical shaft is carried on a ball-bearing, and its 
location assured by a heavy base plate secured to the rein- 
forced deck of the wing. The vertical shaft connects direct to 
a 12-inch centrifugal pump, taking its suction from the bottom 
of the pontoon and delivering water through the flood-gate. 
A cut-off jaw coupling is provided at the bottom of the wing, 
and a separate thrust bearing carries the weight of the im- 
peller in the pump. It will be noticed that a small water con- 
nection is made from the volute of the pump to the thrust 
bearing, to insure water lubrication when the water in the 
pontoon is below the level of the pump. Suitable screens are 
provided to protect the suction of the pump and the flood-gate 
on the outside. 
This manner of connecting and operating centrifugal pumps 


is used for the first time on this dock, and has proved of very 


great adyantage.. There are no valves to operate or care for 
other than the flood-gates. 

In lowering the dock, the water enters through the flood- 
gates, passing through the pumps to the pontoons. In pumping 
the dock, the water is delivered through the flood-gates, and 
any variation of pumping can be obtained by operating the 
gates, or the pumping can be discontinued on any or all pon- 
toons without stopping the machinery by simply closing the 
flood-gates. In lowering the dock, this system has been found 
to be of great advantage, in that the tendency for one side ro 
settle faster than the other can be quickly and positively con- 


| 
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: 


twenty 12-inch pumps. Each group of ten pumps is operated 
by a 300-horsepower alternating-current electric motor. This 
pumping plant has been found to be of sufficient power to 
pump the entire capacity of the dock in thirty minutes. 


FLOAT INDICATORS. 


There is a float indicator, consisting of a galvanized float 
tank and indicator arm, extending up through the deck of 
the wing for each end of each pontoon, and also a float indi- 
cator for the water level in the wings. By observing the level 
of these indicator rods while the dock is in operation the dock- 
master may know exactly how the pumping is proceeding. 


OPERATION OF THE DOCK. 


The electric power for the operation of the dock is fur- 
nished by the local electric power and light company, and the 


FIG. 4.—CROSS-SECTION OF THE DOCK. 


controllers and operating switches are located in a building 
upon the bulkhead within about 50 feet of the shore end of the 
dock. 

The dock-master, in docking a vessel, stands on the pier in 
front of the dock, and by walking a short distance to the 
right or left, he can see down each side of the vessel. 


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FIG. 3.—PLAN AND ELEVATION OF THE DOCK. 


trolled without resource to the closing of the gates, by simply 
starting up the pumps on the side which is settling too rapidly. 
This operation affords double the power of control ever before 
secured, by not only stopping the entrance of water on the 
low side but instantly causing a delivery of water from the 
dock. This result is obtained by the action of one man in very 
much less time than has hitherto been found possible. 

This system of pumping calls for a separate pump in each 
water-tight compartment, and as there are ten pontoons, each 
divided at the center by a water-tight bulkhead, there are 


When the dock is lowered, ready to receive a vessel, the 
tugs (two or more) which are handling the vessel, enter the 
vessel at the outer end of the dock. Bow lines are passed to 
the top of each wing, and as the vessel is pushed into the dock 
by the tugs it is kept central by snubbing the lines on either 
wing. When the vessel has entirely entered the dock, bow and 
stern lines are led to hand gypsies and used to center the 
vessel. Quarter lines are used to place the vessel fore and aft. 

When the desired location has been approximately deter- 
mined, the side trammels are lowered and the vessel ac- 


AUGUST, 1900. 


International Marine Engineering 


AY) 


curately centered. During this time the keel blocks are from 
1 foot to 2 feet below the bottom of the vessel. The machinery 
is then started up and pumping continued slowly until the keel 
blocks are in contact with the keel of the vessel. Pumping is 
then continued more rapidly, until the vessel has been raised 
about 1 foot, when it is slowed down or stopped until the bilge 
blocks have been drawn under the bilges, when the pumping is 
continued more rapidly, until the vessel is entirely out of the 
water. 

If a vessel is of the full length of the dock, little or no 
manipulation of the flood-gates is necessary, the lateral sta- 


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FIG. 6.—SECTION OF WINGS, SHOWING LOCATION OF PUMP. 


bility or roll of the dock and vessel being controlled by the 
speed of the pumping, which is entirely independent on each 
side. 

If the vessel is much shorter than the dock it is always 
placed at one end, and, as the lighter end tends to come up 
more rapidly, the flood-gates, which are the outlets for the 
pumps on that end, are gradually closed a sufficient amount to 
cause the dock to maintain a horizontal position longitudinally 
while rising. 

It will be understood that the rolling or transverse stability 
is entirely independent of the longitudinal stability, and is, at 
all times, controlled by the man in charge of the controllers 
under the direction of the dock-master. 


FACILITY FOR UP-KEEP AND SELF-DOCKING. 

As the dock is secured to the pier work only on one side, 
with ample free space on the other side, any pontoon may be 
detached and self-docked at any time. While there has, as yet, 
been no occasion to self-dock a pontoon, several pontoons 
have recently been detached from the wings for the purpose 
of replacing sheet steel packing with canvas packing between 
the wings and pontoons. 


To detach a pontoon, the steel wedges are driven out and 
the links thrown down around the lower pin on the pontoon. 
The gate rod on the outside of the wing is disconnected at a 
level with the deck of the pontoon, and the indicator rod for 
the pontoon float is also disconnected. As there is a jaw- 


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FIG. 6.—HALF SECTION OF PONTOON. 


coupling connection at the level of the pontoon deck in the 
vertical shaft driving the centrifugal pump, this will separate 
of itself. After these parts have been disconnected, the pon- 
toon will remain in contact with the wings, being held there 
by its proportionate load in supporting the wings. The re- 
maining part of the dock, which, as a whole, has had a free- 


Links Wt.Iron 


Straps Cast Steel 


FIG. 7.—DETAILS OF CONNECTION OF PONTOONS AND WINGS. 


board of about I foot, is then pumped up. As the wings weigh 
1,000 tons, or 100 tons per pontoon, and the lifting power of 
each pontoon is approximately roo tons per foot of depth, the 
detached pontoon will follow up the dock for about 1 foot, 
gradually being relieved of the load representing its share of the 
weight of the wing. From this point the continued pumping 


298 


of the dock will lift it above the detached pontoon. The pump- 
ing is then continued a sufficient amount to give free access 
for work between the deck of the pontoon and the bottom of 
the wing. Fig. 2 shows the first and third pontoons detached 
in this manner. 

In the operation referred to, work on detaching a pontoon 
was commenced at 7.00 A. M. and by 3.00 P. M. three-ply 
canvas packing had been substituted for No. 10 steel plate, 
the canvas thoroughly saturated with red lead, the bottom of 
the wing on each side of the dock scraped and painted two 
coats of red lead, and the pontoon returned to place and se- 
cured. 


TIME OF BUILDING. 


Work on the dock was commenced April 23, 1908, and the 
first ship was raised Feb. 2, 1909, an elapsed time of nine 
months and ten days. 

The pontoons were furnished complete by Harry Cossey, of 
Tottenville, S. I. The steel wings were furnished and erected 
by Post & McCord, of New York. The centrifugal pumps 
were furnished by the Morris Machine Works, of Baldwins- 
ville, N. Y. The electric motors were furnished by the West- 
ern Electric Company. The transmission machinery was fur- 
nished and installed by Tracy Bros., of New York City. 

During the first two months after completion twenty-four 
vessels were docked, having an aggregated registered ton- 
nage of 78,061. 

As the dock-master and his assistants became familiar with 
the operation, some very rapid work in docking vessels was 
accomplished. On several occasions a vessel has been let off 
in the morning, another vessel put on and painted, that vessel 
let off in the afternoon, and a third vessel put on the same day. 

Recently the turbine steamer Yale, of the Metropolitan 
Line, arrived at the entrance to the dock at 12.00 M., and by 
3.00 P. M. was again in the water, having had a wheel removed 
and a new one substituted, this dispatch saving the loss of a 
trip, a very important matter in the summer season. 


MAST AND DERRICK MOUNTINGS. 


I3-INCH GYN BLOCKS. 


Fig. 1 shows a 13-inch gyn block for 5-ton and lighter der- 
ricks. The diameter of sheave is 13 inches, thickness 2 inches. 
The sheave pin is 114 inches diameter, with a feather at the 
head to prevent turning, and a %4-inch screw in the nut to 
prevent the nut working loose; the pin is grooved for oil 
flow. From the center of the sheave pin to the underside of 
the crown is 12 inches, and from the center of the sheave to 
the center of the 5£-inch bolt in the distance piece is 9 inches. 
The crown of the block is 2% inches deep, 4% inches broad 
and 334 inches Jong. The jaws of the block at the crown are 
334 inches broad by 34 inch thick, tapering to 2 inches broad 
by % inch thick at the distance piece. The guard is 20 inches 
over all by 5g inch thick. The swivel head is 134 inches thick, 
to suit a 14-inch bowed shackle; the distance of the shackle 
pin above the crown being 2% inches and the swivel 1% inches 
diameter. The shackle pin is fitted with a split forelock. 


DOUBLE BLOCKS FOR IO-TON DERRICKS. 


Fig. 2 shows a 13-inch double block for the purchase and 
topping lifts of 10-ton derricks. The sheave pin is 2% inches 
diameter, grooved to allow oil to run. A feather is fitted at 
the head of the bolt to prevent the bolt turning, and a 5/16- 
inch screw is fitted in the nut to prevent the nut working loose 
with vibration. The cheeks are 5/20 inch thick and 13% inches 
over all. The distance between cheeks is just sufficient to 
allow the sheave to revolve easily. The jaws at the crown 
are 3% inches broad by 34 inch thick, tapering at the distance 


International Marine Engineering 


AUGUST, 1900. 


piece to 2% inches broad by % inch thick. The depth of block 
is kept at a minimum. From the center of the sheave pin to 
the center of the shackle pin is 13 inches, and from the center 
of the sheave pin to the center of the distance piece is 9 
inches. The head is 2 inches thick, to suit a 15¢-inch shackle; 


Fic. 1. FIG. 2. 


the pin of the shackle is 134 inches, and it is fitted with split 
forelocks. When these blocks are ordered for purchase and 
topping lifts, it is well to pay attention to the head fitting; 
one will be as shown, the other may have the head turned 
the other way. 


SINGLE BLOCKS WITH BECKET FOR IO-TON DERRICKS. 


Fig. 3 shows a 13-inch single block, with becket for topping 
lifts and purchases of 1o-ton derricks. The sheaves are 13 
inches diameter by 2% inches thick. The sheave pin is 2%4 
inches diameter, with the usual grooves for oil, and with a 
feather at the head to prevent the bolt turning. From the 
center of the sheave pin to the center of the shackle pin is 
13 inches, and from the center of the sheave pin to the center 
of the 34-inch bolt through the distance piece is 8 inches. 


The jaws at the lower end are 3 inches broad by 34 inch thick, 
and at the becket 2 inches broad by % inch thick. The depth 
of the block is kept as small as possible. The lower end of 
the block is worked into an eye, 6 inches broad 134 inches 
diameter, with a 21-inch hole, suitable for taking the bow 
shackle of chain slings. The cheeks are 5/20 inch thick and 
13% inches diameter over all. 


AUGUST, 1909. 


LIFT AND LEAD BLOCKS FOR 25-TON DERRICKS. 


Fig. 4 shows a 14-inch swivel lift and lead block for a 
25-ton derrick. The sheaves are 14 inches diameter by 2% 
inches thick. The distance from the center of the pin to the 
underside of the crown is 12% inches, and from the sheave 
pin to the center of the 5£-inch bolt in the distance piece is 
9g inches. The thickness of the crown is 2% inches and the 
breadth 3% inches. The swivel head is 134 inches thick, and 
takes the 134-inch pin of a 1%-inch shackle; the swivel is 2 
inches diameter. The jaw at the crown is 3% inches broad by 
% inch thick; the breadth at the distance piece is 214 inches by 
¥% inch thick. The jaws are swelled in way of the sheave pin. 
The cheeks are 5/16 inch thick, and are 15 inches over all. 
The sheave pin is steel turned, grooved for oil, with a feather 
at the head to prevent turning and a screw in the nut to pre- 
vent loss. The pin of the shackle at the head is fitted with a 
split forelock. 

In Fig. 5 is shown a snatch block for 25-ton derrick leads. 
The construction, however, is the same as that shown in Fig. 4. 


A COMBINATION DIPPER AND CLAM-SHELL 
BUCKET DREDGE. 


BY FRANK EDER, M. E. 


A dredge involving some novel features of design was re- 
cently completed by the Maryland Steel Company, Sparrows 
Point, Md., for Mr. M. J. Dady, of Brooklyn, N. Y. It is a 
combination dipper and clam-shell bucket dredge, 100 feet 
long on deck, with a molded beam of 4o feet and a depth of 
10 feet. The hull is of steel, with a complete steel deck se- 
curely braced by two longitudinal trusses running the entire 
length of the hull, and built up of heavy angles riveted to the 
deck and floor beams. Plate cords connect the double angles, 
and double-angle struts run diagonally between the top and 
bottom cords. This makes a very stiff and rigid construction, 
distributing the strains in the hull properly among the various 
bearing parts. A heavy channel stringer extends entirely 
around the frames on the sides and at the ends. 

Four athwartship bulkheads are provided, that at the stern 
being watertight. This prevents any water which may come 
aboard through the after hawsepipe from filling any of the 
other compartments. Powerful steam syphons are also located 
in this outboard tank, so that it can be quickly emptied if 
necessary. 


International Marine Engineering 


ZY) 


FIG, 2.—THE DREDGING APPARATUS, 


Special attention was gven to the design of the spud wells 
and the outrigger. The two wells for the forward spuds are 
of heavy plate and angle construction. Inboard they are con- 
nected by a heavy steel truss, of the same construction as the 
two main longitudinal trusses. The spaces outboard between 
the spud wells and the sides of the hull are partially filled 
with cement. Heavy cast steel frames are riveted to the plates 
and angles at the top and bottom of the spud wells. An out- 
rigger is provided to receive the stern spud. It is of heavy 
construction, designed to resist the severest blow, the motion 
of the spud being steadied by means of a cast steel cradle. All 
of the spuds are of the combined steel and wood type. 

The arrangement of fenders is somewhat unusual, the cus- 
tomary horizontal fender being provided, extending entirely 


FIG. 1.—COMBINATION DIPPER AND CLAM-SHELL BUCKET DREDGE CHESTER. 


300 International Marine Engineering AUGUST, 1909. 


around the deck. Perpendicular to this, forty-eight vertical bedded in the cement on the deck. The turntable itself was 
fenders, each 3 feet long, are provided. This is to prevent the built by the Osgood Dredge Company, Albany, N. Y. 
catching of the horizontal fender when the dredge is working The boom is of steel, built in the form of a lattice girder, 
alongside a scow. and is designed for a load of 120 tons. It is suspended by 
The bottom of the hull is filled to a height of 7 inches with two wire cables, and a third heavy cable is provided for safety. 
coke, the balance to the top of the beams being filled with a , The boom is 46 feet long, and at the widest point 5 feet 10 
layer of concrete. This arrangement ensures a strong, tight inches wide. Wooden fenders are fitted in the space through 


Longitudinal Truss 


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FIG. 3.—DETAILS OF THE CONSTRUCTION OF THE HULL. 


hull, and about 60 percent of the weight is saved as compared which the dipper handles travel. All of the boom fittings, 
with a solid cement floor. The main deck is likewise covered sheaves, etc., are of cast steel. 
with cement, both inside and outside the deckhouse. The A frame for supporting the beem is also of steel- 
All castings used on the dredge are of steel, even the deck lattice construction. It is designed for a load of about 140 
fittings, such as bits, chocks, cleats, rollers, ete. The entire tons, and is fastened to the hull by four plow-steel wire cables, 
turntable and turntable step are also of cast steel. In the turn- each 2% inches diameter. A new feature is the arrangement 
table support a 14 by 14-foot heavy steel plate structure dis- of the two head sheaves over which the guys are led. By 
tributes the load over a large area upon the deck beams, which, 
in turn, are supported by an athwartship bulkhead and several 
heavy stanchions. Heavy counterplates are also located under 
the beams. The turntable down-bolts do not receive any of 
the side thrust of the load. A projection of the cast steel step 
is provided, resting on the bow which takes the side thrust. 
The turntable step, as well as all of the deck fittings, is em- 


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“tic. 5.—COMBINATION WINDING DRUM. 


this arrangement the strain on the starboard and port guys is 
automatically equalized. The height of the A frame from the 
. deck to the center of the swinging head is 50 feet, and the 

. wy length of each leg about 60 feet. The head of the 4 frame 
Ly FIG. 4.—MAIN ENGINES. overhangs the center turntable to a certain extent, rendering 


AUGUST, 1909. 


International Marine Engineering 


301 


a very steady, swinging motion. The gallows frame is also of 
steel, being of channel and lattice construction. 

The dipper handle is 56 feet long and 22% by 20 inches 
cross-section. It is of combined steel and wood construction, 
with cast steel rack and hinges. The dipper bucket has a 
capacity of 5, and the clam-shell bucket 6 cubic yards. 

All of the machinery is placed below the main deck in the 
holds. The main dredge engine is a two-cylinder, double- 
geared engine, 18 by 24 inches, equipped with two dredge- 
friction drums and one backing-friction drum. By applying 
both frictions on the dredge drum the bucket is lifted, and by 
applying one friction the boom is swung. The setting of the 
frictions is done by Osgood’s steam rams and the releasing 
by strong, steel springs. The combined arrangement for clam 
shell and dipper work is a new feature, which is accomplished 
as follows: When working as a dipper dredge the chain is 
wound around a 24-inch dredge drum (A, Fig. 5), but when 
working as a clam-shell dredge a split drum (B, Fig. 5) is 
placed over the 24-inch drum and securely fastened to its 
flanges, making a drum 34 inches in diameter and thus pro- 
viding higher speed. The spud lift and capstan engines are 


10 by 12 inches, of the same general design as the main engine. : 


All of the engines were designed and built by S. Flory, 
Bangor, Pa. The engines are all controlled from the pilot 
house by means of an easily-working handling gear. Unlike 
many dredges, chains are not replaced with wire rope. 

Steam is supplied at a pressure of 120 pounds per square 
inch, by a single Scotch boiler, 10 feet 8 inches in diameter, 
13 feet 1% inches long, having a heating surface of 1,372 
square feet. There are two coal bunkers, each having a 
capacity of 45 tons, and two water tanks, each 8 feet diameter 
and 8 feet long, having a capacity of 3,000 gallons. 

The auxiliary machinery includes a complete air plant, com- 
prising a Westinghouse air compressor and a complete outfit 
of pneumatic tools. Steam for the air compressor and the 
bilge and fire pumps, etc., when the main boiler is not in 
operation, is provided by a donkey boiler, 3 feet in diameter 
by 6 feet high. An unusually large condenser was found 
necessary on account of the high temperature of the water. It 
is a surface condenser, having 3,000 square feet of cooling sur- 
face, and works in combination with a feed-water heater. 

The accommodations for the captain and crew are very well 
arranged, steel berths, concrete floors, large wash rooms, with 
hot and cold and fresh and salt-water shower baths, are pro- 
vided, and all of the space is light and well ventilated. 

The weights of the dredge and equipment are as follows: 


‘ 


Pounds. 

Steel hull, including fittings and concrete.... 725,000 
Capstans and chain guides...... TPR 25,000 
Al TSENG, COMMIS 00600000060 0d00000000000 50,000 
Galllowstrnamemep ect eae ee pte cre 10,000 
Boom, complete with sheaves, etc.......... 60,000 
Wipperman dlegeresscreca nee ceo ese 35,000 
Dip permbucke taryepr cre ane ee elas ae eee 15,000 
Cleyia-Snelll ome ooocceccceccco00cccdu00e 10,000 
IBXOS ISP ivan bisclo Gnd eee OCT eR ETE ee 65,000 
ES IN ester rPaee ice eet a Sener eee 235,000 
Condenser, filter box, pumps, etc........... 25,000 
Donkeygboile taps cece ach eee eects ore 5,000 
Les asbale? need Go so SSCS Ore ee 30,000 
Spuds amal gnuel GEAR. ooco0ccccscc0c0000008 100,000 
SUPERSLRUCLUTE warty waa ree il etsoe een ee 70,000 
Wotall (bent TSE) 5 c00c00cs00beaccud 1,460,000 
Water sha tamales anal Iotlees,o00000c00000000 60,000 
(COGN, Gea cea crate 6 oe eT eee eee 180,000 


The dredge was named the Chester, and was designed by Mr. 
Austin T. Byrne, C. E. Her first station was at Matanzas 
harbor, Cuba. 


BREAKDOWNS AT SEA. 


A Broken Turning Wheel. 


In some arrangements of turning gear a fracture of the 
turning wheel, or the worm engaging with it, will take place, if 
sufficient supervision is not exercised, owing to the fact that 
the drain pipe from the thrust-block well will splash salt water 
on the wheel unless this pipe is altered or a guard is fitted. 
The salt water drying with the heat of the engine room de- 
posits a scaly covering on the wheel, which has a good 
mechanical resistance. Owing to the guard over the wheel 
this incrustation is not noticed, and when the engine is turned 
the worm wheel fails to pass through the teeth of the spur 
wheel, and causes either a fracture of the worm or of the big 
wheel on the engine. 

Should this catastrophe happen the best way to repair the 
worm on short notice is as follows: » The teeth are usually 
about 114 inches thick, and it is advisable to drill tap holes for 


FEAR 


Ke 4 
/ SN 
/ \ 
ni \ 
| Ci | 
) 
\ 
\ 
\ 
\ 
~. 7 


SS 2 
——— = 


PROBABLE LOCATION OF 


PATCH, CUFFED UP 
FRACTURE ON WHEEL, 


TO FIT FLANGE 
ON SHAFT. 


REPAIRS TO WORM AND WHEEL. 


t-inch studs, in such a way that the studs are inserted in the 
broken part in a zigzag fashion, so as to fit into the teeth of 
the spur wheel. A little chipping and filing will make a suf- 
ficiently accurate worm surface to enable the boat to proceed. 

If, however, it is the spur wheel that is gone, a patch must 
be placed on the wheel, so as to bind the fractured pieces 
together. As the wheel is made in two halves this is not a 
very difficult matter to accomplish, and the best form of patch 
is a piece of metal, cut to the required sector of a circle, and 
made to bolt onto the flange which goes round the shaft as 
well as to the sides of the wheel. The illustration indicates 


clearly the way in which these repairs can be effected. 
H. M. Brown. 


_. Strange Noises in the Cylinder of a Marine Engine. 


During bad weather, when all parts of the machinery were 
subjected to the greatest stresses, a slight noise was heard in 
the high-pressure cylinder of the main engine of a steamship. 
This gradually increased to a sharp knock at each end of the 
stroke. As the weather was too bad to permit stopping the 
ship, and as the noise apparently got no worse, the engines 
were kept going until arrival in port, when the cylinder cover 
was lifted, the pistons were stripped, the piston nut tried over 
with a big hammer and all clearances tried. The curious thing 
was that nothing could be discovered in order to account for 
the strange noise heard while running. Everything appeared 
to be in perfect working order. 

Rather mystified at the occurrence, the engineers put the 
cylinder again into working order without coming to any 
conclusion as to the source of the trouble. On leaving port 
again the noise was no longer heard, and the engine-room 
staff began to congratulate themselves on having overcome 


302 


the difficulty, although what they had done to do so was as big 
a mystery as the knock had been. ‘Their elation, however, 
did not last long, as when the ship was about three hours 
out of port the click was again heard. Incidentally, almost 
simultaneously with the return of the click a stowaway was 
found, and the captain decided to return to port and hand 
him over to the authorities. On the way back the noise in the 
cylinder gradually developed into a sharp knock, precisely as 
it had done before, so that when the boat reached port again 
with its returned stowaway the cylinder cover was lifted and 
another attempt made to elucidate the mystery. Everything 
was gone over as before, but the problem remained as difficult 
as ever. Just as the cover was being prepared for replace- 
ment, the engineer who had jointed it on the previous occasion 
made a discovery. It had before this time been jointed with 


Joint “Chewed” 
ACF here 


ne . 
7a 


SECTION OF CYLINDER AND LINER. 


asbestos tape, but while in port asbestos mill board had been 
substituted for this. When the joint had been put on it had 
been made the full width of the flange. It was now discov- 
ered that the inside edge of the joint was cut about one-quarter 
of an inch back all around from the inside edge of the 
cylinder. 

The mystery was therefore solved. The cylinder liner was 
loose in the cylinder, and it had been working up and down 
with the piston with every stroke of the engine. On first start- 
ing away the joint projected over the edge of the liner and 
held it in place, thus stopping the noise. As the joint was 
chewed or hammered away the liner again had room to move, 
and hence the return of the knock. 

As the trouble was now discovered the liner was knocked 
down and clamped hard in its place, and a series of 34-inch 
tap holes was drilled at intervals of about 8 inches apart 
round the cylinder, half in the liner and half in the metal of 
the cylinder. While the clamps were still in place the holes 
were tapped and fitted with tap bolts, which were afterwards 
cut off flush with the flange. The clamps were then removed 
and the cover replaced. It was then found on starting again 
that the noise had ceased, and although its occurrence hap- 
pened some time ago there has been no resumption of this 
trouble on board the boat. Ww, S 


Breakdown of a Ballast Donkey Pump. 


It very often happens that on board tramp steamers the 
spare parts of engines, and, more particularly those of the 
auxiliary machinery, are, generally speaking, conspicuous by 
their absence. The result is that when a breakdown occurs, 
which in practice usually happens at the least desirable 
moment, the best and quickest way out of the difficulty has to 
be sought, and this involves a certain amount of ingenuity. 
As a case in point, the breakdown of the ballast donkey pump 
of an old ship engaged in mercantile traffic may be cited. This 
was being used at the time to pump out the bilges during a 
time when the ship had a very heavy list to starboard. As the 
bilge connections on the main engines ran only to the center 
of the “thwartship engine-room bilge, the foot plates in the 


International Marine Engineering 


AUGUST, 1909. 


starboard alleyway were flooded with water before the bilge 
water rose high enough to be pumped out by the main engines. 
Consequently, when the ballast donkey broke down the in- 
creasing amount of bilge water soon became a serious menace 
to the ship. 

The break occurred when the donkey was being started, and 
a reference to the figure will show the portions which broke. 
These were the bolt marked A and the bottom half of the 
crank-pin brass B, both of these breaking at the same time. 
In order to replace the bolt A, inasmuch as there was no 
spare bolt to take its place, a piece of %-inch round iron was 
secured, and threaded so as to take a nut and lock-nut at 
either end, as shown in Fig. 2. The next step was to take the 


Dotted line showing 
fracture in brass 


LOCATION OF FRACTURES ON BALLAST PUMP. 


brass in hand. As there was not a piece of sheet brass on 
board sufficiently thick to make a strong patch, a piece of 
sheet steel, 44 inch thick, was used instead. A portion of this 
was cut and fitted on to the sliding surface of the broken 
brass, and it was fastened by screwing four studs % inch 
diameter into the brass, and riveting the patch on, the holes in 
the patch having been previously countersunk. An allowance 
was made for the thickness of the patch by inserting two liner 
washers 1% inch thick at either end, Fig. 1. 

When the parts were reassembled and set to work, the 
donkey ran without giving any trouble, and, as a matter of 
fact, when a new brass was supplied at the end of the voyage 
the repair had worked so satisfactorily that the new supply 
was kept as a spare part. M. S. Haven. 


Repairing an Intermediate Shaft. 


The Bay of Biscay is responsible for a good many unfor- 
tunate breakdowns of marine machinery, and the effect of a 
collapse when in one of the storms which frequent this part 
of the Atlantic Ocean is very serious. One accident which 
occurred at this point was the breaking of an intermediate 
shaft in the center. This break was repaired at sea by the 
engineers on board the ship, with the few appliances that were 


METHOD OF JOINING A BROKEN SHAFT. 


at their command. The shaft was first taken apart and a key- 
way cut into both ends of the shaft. After this a key was 
fitted, special care being taken to make a very good fit between 
the sides of the key and the shaft. This provided a kind of 
toothed coupling between the two fractured portions. After 
this four key-ways were cut fore and aft on the circumference 


AUGUST, 1909. 


of the shaft and keys were made to correspond, one-half of 
the key lying on one part of the broken shaft and the other 
fitting into the other section. Six tap bolts were then fitted in 
each key, each tap bolt being 1% inches diameter, this being 
the largest-size tap on board. After the shaft was put in 
place and the keys fitted in, two iron bands were brought 
round the keys and clamped in this position in order to 
strengthen the tap bolts. The whole arrangement was then 
as shown in the illustration, and it was found that with the 
engines going at their normal speed the ship was able to get 
to her discharging port and thence to a repair port without 
any further trouble with the shaft. CHIEF. 


A Broken Check Valve. 


One of the minor troubles which may afflict the marine 
engineer while at sea is the breakdown of one of the main 
check valves. The difficulty then arises as to how to keep the 
level of the water in the various boilers equal. Some men 
argue that the boiler on which the check valve is still sound 
and in working order will get more water than the boiler in 
which the valve is defective, inasmuch as on the up-stroke of 
the pump the water will return through the leaking check 
valve. Although this is affirmed by a good many engineers 
whose experience should enable them to judge accurately, it 
is not the case, judging by the writer’s own experience, and 
it is quite possible that the delivery valves of the pump will 
prevent the water from returning on the up-stroke of the 
plunger. Moreover, the pipe is full of water, and it follows 
that the pressure of the water will cause it to flow over the 
easiest course, that is to say, through the bad check valve. 
This is because the water will not have the weight of the 
valve to lift in forcing its passage into the boiler. . The prac- 
tical point to remember, however, is that it is altogether too 
much of a big job to keep a constant watch on two boilers for 
six days, one of which has a broken check valve, and the 
simplest course to pursue in order to keep the water level in 
the two boilers equal is simply to work the boiler stop valves 
on the pump supply as checks; the water will then go to the 
boiler with the least pressure, and a check amounting to 2 or 3 
pounds will be quite sufficient to regulate the supply to the 
boiler. S. Howe. 


Repairing a Cracked Boiler Head. 


The sketch shows the position of a crack 16 inches long 
which developed in the heel of the flange of the back head of 
a Scotch boiler during a regular voyage of the steamship 


Aa 


Shell B ack Head 


LOCATION OF CRACK. 


Hi————. The boiler was cut out for repairs at 3.30 A. 
M., and cut in again ‘at 6 A. M. the following day. It was a 
difficult crack to repair, because its location made the angle 
inconvenient for drilling. 

A hole was drilled and tapped for a 54-inch tap bolt about 
4 inches above the top end of the crack. This was to hold 
the “old man.” Then a hole was drilled at the top end of the 


International Marine Engineering 


303 


crack, tapped, and a 5é-inch tap bolt screwed in hard and’ 
sawed off 1/16 inch above the surface of the plate. The next 
hole was placed so as to drill into the bolt already in place 
about 1/16 inch. This hole was also tapped and a bolt screwed 
in, and cut off in the same manner as before. This pro- 
cedure was followed until the middle of the crack was 
reached, then, because the arm of the “old man” would not 
reach to support the drill for the remaining holes, the “old 
man’? was clamped to the lowest tapped hole while hole b was 
drilled. The “old man” was then fastened at hole b, and 
the rest of the crack was drilled and plugged as before. In- 
cluding holes a and b thirty-five bolts were used. The job 
has proved satisfactory, and nothing has been done to it since. 


ory ” 


Temporary Repair of a Fractured Feed Pipe. 


One of the most frequent failings which is met in the de- 
sign of marine machinery is that in the pipe connections for 
steam and water insufficient allowance is made for the effects 
of expansion and contraction. When the steam or water-pipe 
is made too rigid, or when no expansion bends are provided, 


Fractured Pipe 


Opening out 
the End 


Distance Piece 


Ass SS S Sa Z 
CH Remade Joint 


DETAILS OF JOINT IN FEED PIPE. 


or when they are placed in the wrong position, the pipe fre- 
The difficulty is en- 
hanced if the fracture is situated too close to the flange to 
allow fitting a clamp or band over the broken part. In such 
a case a very good repair job can be made in the following 
manner: 

The pipe length should be taken off and the flange cut away, 
as much of the pipe being saved as possible. Then take off 
the flange, cutting out all the pipe left therein, and pass the 
flange over the main length of pipe remaining, so as to leave 
about three-eighths of an inch length of pipe sticking through 
beyond the face of the flange. With the aid of a hand- 
hammer, using the pean to bead the pipe over, the pipe can be 
gently flattened out so as to overlap the opening in the flange. 
Great care should be taken, however, not to break the metal 
away. 

The pipe will then be found to be anywhere from three- 
quarters to 1 inch short, and in order to make up this dis- 
tance an iron or wooden distance piece should be fitted be- 


quently fractures close to the flange. 


304 


tween the two flanges. A rubber circulating valve could be 
used, or even a ring-joint made from Tucks’ packing, care 
being taken, of course, that the joint covers the beaded part 
of the pipe. If the work is carried through carefully it will 
be found that a first-class repair job can be effected. J. M. 


A Broken Link Gear Rod. 


As INTERNATIONAL MARINE ENGINEERING appears to be pub- 
lishing some valuable notes on marine practice it may be in- 
teresting to relate the method which the writer adopted to 
temporarily repair a broken link gear rod. The accident 
occurred because the engine raced badly and carried away the 
drag rods at a bad weld. One of the contributory causes to 


CLAMP FOR BROKEN LINK ROD. 


this trouble was that the tumbling blocks had been left too 
slack. The defect, however, was not discovered until the 
fracture occurred, and the only thing then left to do was to 
repair it temporarily as quickly as possible, in order not to 
delay the boat. The two ends were brought together, and 
two or three strips of iron, about 34 or 1% inch across, were 
laid over the break. Then two strong clamps were made of 
brass, and the strips were bound firmly to the rod. This was 
a repair which, although not in accordance with mechanical 
ideas, was quite sufficient to bring the ship home to port, when 
the rod was rewelded. S. M. MircHett. 


The Use of the Evaporator in Port. 


It frequently occurs that a vessel is moored in a place where 
the water is bad, and it is then difficult to arrange for fresh 


International Marine Engineering 
ee eal 


AUGUST, 1909. 


the hot-well chamber; the ballast donkey should then be 
started through the condenser pumping the ballast, or if the 
ballast is out it is possible to pump the sea water through the 
condensers. The evaporator should now be started, and should 
carry about I-pound pressure per square inch, working on the 
condenser in the usual way. The ballast donkey is also on the 
condenser, and the engineers can proceed with their ordinary 
work, taking care occasionally to pump out the salt well into 
the boilers and watching the condenser. It will be found by 
this means that a suitable supply of make-up fresh water can 
be obtained for the boilers. So Sh IR 


Repairs to S. S. Stigstad. 


The presence of an unusual amount of ice off the coast of 
Nova Scotia in the late spring was the cause of a number of 
minor accidents to steamships. The Norwegian ~ steamer 
Stigstad was caught in an ice floe, and her bow was consider- 
ably indented by contact with the ice. As she was leaking 
badly, she put into Halifax for repairs. The vessel was 
docked by the Halifax Graving Dock Company, Ltd., and 
thirty-five plates were repaired. Nine of them were replaced 
with new ones, sixteen were removed, furnaced, faired and 
replaced, while the rest were faired in place. Seven frames 
were also taken out of the peak and replaced with new ones. 
The work was finished in thirteen and one-half working days. 
Repairs were rendered difficult by the fact that the steamer is 
of the side-tank type, having an inside skin extending up the 
side of the tank from the margin, the space between the two 
shells being only 2 feet 9 inches wide. 

The Stigstad is a single-screw steamer of 4,688 gross tons. 
Her length is 363 feet; beam, 52.2 feet, and depth, 20.1 feet. 
Propulsion is by a triple-expansion engine, having cylinders 
26, 40 and 70 inches in diameter, with a stroke of 48 inches. 


S.S. STIGSTAD IN DRYDOCK, SHOWING EXTENT OF REPAIRS, 


water to replenish the boilers. A useful hint, which it is 
believed is known only to very few engineers, may be given as 
to the use of the evaporator for the purpose of supplying fresh 
water to the boilers. If the pipe arrangements are suitable it 
In the first 


place, the small feed donkey must be capable of drawing from 


can be done in most steamers at very little cost. 


She was built in 1908 by W. Gray & Company, Ltd., West 
Hartlepool. 


Mr. H. J. Cornish, chief ship surveyor of Lloyd’s Register 
of Shipping, has retired after forty-six years of service with 
the company. Mr. S. P. J. Thearle has been appointed his 
sticcessor. 


AuGUST, 1909. 


THE MARINE STEAM ENGINE INDICATOR — II. 


BY LIEUT. CHARLES S. ROOT, U. S. R. C. S. 


PENCIL MECHANISMS. 


The piston movement of all classes of indicators—“optical” 
indicators excepted—is multiplied at the pencil or scriber by 
a mechanism which bears the somewhat inappropriate name 
of “parallel motion.” Some of these mechanisms give an 
exact copy of the piston movement, both in the straightness 
of the line drawn and in proportional motion, but the ma- 
jority of them only approximate an accurate straight line. As 
will be seen hereafter, proportionality or velocity ratio de- 
pends on the accuracy of the straight line, and errors in this 
respect go hand in hand with the deviation of the scriber from 
its true path. It should be borne in mind, however, that the 


FIG. 16. 


deviations from absolute exactness are mostly mathematical, 
the errors not being easily measurable when the mechanisms 
are used within their designed range. The kinematic princi- 
ples, which will be described here, are well known to all indi- 
cator manufacturers, and the departures from theoretically 
correct movements have been made by them for the purpose 
of reducing weights, inertia effects and friction, or increasing 
the stability of the mechanism according to the individual 
ideas and experiences of the various designers. 

Link-work mechanisms, strictly speaking, are those contain- 
ing only turning pairs, sliding pairs being entirely omitted/ 
The first of the exact link-work mechanisms was invented as 
late as 1864 by M. Peaucellier, a French engineer officer. 
‘This mechanism contains seven bars and is unsuitable for in- 
dicator work. Other arrangements containing fewer links 
have since been invented, but none of them is suitable for the 
indicator pencil motion. 


THE PANTOGRAPH. 


Because of the geometrical principles involved, and the fre- 
quent use made of these principles in all classes of indicator 


Pp S, Aa 


FIG. 17. 


work, the engineer should be familiar with the simple link- 
work parallelogram, commonly known as the pantograph. In 
its simplest form it consists of four bars connected by turn- 
ing pairs, the opposite bars being of equal length to each other. 


1In kinematics, pin joints permitting rotary motion only, are called 
turning pairs. A bar and guide or a slot and block constraining a point 
to movement in a predetermined line is known as a sliding pair. The 
cross-head and guide of an engine is a sliding pair, and the crank pin 


and bottom end connecting-rod brass a turning pair. 


International Marine Engineering 
eee ea ear OO rn etree oe ee 


395 


In Fig. 16 the four links AB, BD, CD and AC form the 
parallelogram. AB equals CD in length, and AC is equal to 
BD. The link AC is extended to P and may be made of any 
desired length. The point B turns about a stationary support. 
Draw the line BP and locate E at the point where it cuts the 
center line of CD. Then in whatever position the mechanism 
be placed, the three points, B, E and P, will lie on the same 
straight line,’ and any motion imparted to E, whether curved, 
irregular or straight, will be copied by P, but on an enlarged 
scale, the ratio of enlargement being BP ~ BE, or what is the 
same thing, dP + AC. In Fig. 17 the principle is the same, 
but the layout quite different. Here the fixed point is at x, 
one “marking point” is at P as before, while the other scribing 
point E coincides with the pin B. All the motions of E will 
be copied at P as in the first instance, but in an opposite 
“sense.” 

In Fig. 18 we have a conventional sketch of the panto- 
graphic pencil mechanism as actually applied to an indicator 
of American manufacture. The piston rod—whose center line 


is FG—is .guided by the piston itself and the sliding pair at 
E, and is attached to the parallelogram at D. As D is con- 
strained to move in a straight line, the pencil at P must also 
move in a straight line. As the pencil motion will be a 
mathematically exact copy of the motion of the point D, it is 
seen at once that the piston, piston rod and guide must be 
accurately in line, must have a nice fit and be kept in this con- 
dition, as any inaccuracy or “shake” at this point will be much 
exaggerated at the pencil. In the Hadike indicator the link 
HD is raised to the position H’D’ in order to avoid a multi- 
plicity of joints at D, and in the Elliott instrument this link is 
extended to D”, the piston rod being joined at that point. The 
pantographic principle is the same, however, in all three 
designs.’ 

If, in addition to the links shown, a straight guide is fitted 
to keep the point P in its straight path 1-5, the rod HD may be 
removed and the motion will not be altered, because AB and 
CD will remain parallel, BDP will always be in the same 

BP 
straight line and the velocity ratio 
BD 


? By geometry: “If a line be drawn between two sides of a triangle 
(in this case AP and BP) parallel to the third side (AB), the triangle 
formed (CPE) is similar to the given triangle (APB).” Also “if two 
triangles are similar, their homologous sides are proportional.””? As AB 
ane CE as parallel by construction, these theorems apply here and 
C 
—-— = ——. Multiplying both sides of the equation by AB, we have 

P 


AB CP. 

ip from which we see that E must always occupy the 
same place on CD, because the second or right-hand member of the 
last equation is composed of constant factors. The proportion 
BP:BE::AP:AC is therefore constant. The same reasoning applies 
to all other forms of the pantograph. 


will remain constant. 


Ce = 


300 


Any deviation, however, of the points D or P from their 
accurately straight and parallel paths will destroy this con- 
stant velocity ratio, because the distance HD will no longer be 
a constant. This point should be borne in mind, as it explains 
why many instruments do not show absolute proportionality 
of movement between the piston and pencil. 


THE WATT MOTION. 
As its name implies, this motion was invented by James 
Watt, but was not applied by him to the indicator. A con- 


FIG. 19. 


ventional sketch of the gear as applied to the instrument by 
Richards is shown in Fig. 19. The main levers AF and BE 
are of equal length, parallel when in mid-position and swing 


FIG. 20. 


The lever ends A and B 
deviate an equal amount on each side of the vertical center 
line (YY’) at the middle and ends of the stroke. The pencil 
is at P, the middle point of the connecting link AB. 


on the fixed fulérums at & and F. 


International Marine Engineering 


AUGUST, 1909. 


Fig. 20 shows the complete full size closed curve traced by 
the actual mechanism of an old indicator haying a motion of 
this type. This figure is known in mathematical language as 
a lemniscoid. The part (1-5, Fig. 20) used for a straight line 
is, in reality, wavy, and has five points, which actually lie 
upon the line. The points are at the middle and each end of 
the stroke, and at two intermediate places. This is known as 
a “five-point” mechanism. It is possible, however, to so design 
the linkage that the three crossings nearest the middle of the 
stroke shall coalesce at the center, as shown in Fig. 19, which 
makes a “three-point” mechanism. The unbroken curved line 
I-3-5, in Fig. 19, is the pencil path, its deviation being con- 
siderably exaggerated in order to show its characteristic form. 

The center line of the piston rod is at GG’ and is parallel to 
YY’. The piston rod’ connects to AF through the link CD. 
CD and AB are parallel when the mechanism is in mid-posi- 
tion, and also in every other position when the point P falls 
on the line YY" The link @D is of such length that 
CD: CF::AP:AF. ‘This proportion locates the points P, D 
and F on the same straight line, so long as P is on YY’ and D 
is on GG’. From what has previously been said on the panto- 
graph, it is seen that the velocity ratio between the piston and 
pencil will be constant whenever D and P are on their proper 
axes, but in no other position. The double broken lines show 
the position of the main links of the mechanism at the upper 
end of its designed stroke, and the dash and double dotted lines 
the extreme lower position. It should be noted that the sliding 
pair at Hl bears no part in guiding the pencil in its approxi- 
mate straight line. 

(To be continued.) 


Broken Bottles for Bridge Walls. 


The burning out of bricks and the cracking of the cement 
in bridge walls have been a source of uneasiness to many 
marine engineers while on long voyages, when the fires are 
The natural effect of partly- 
crumbled bridge walls is to consume more coal than is neces- 
sary. 


kept going for weeks at a time. 


Such has been the writer's experience on several oc- 
casions when trading between England and the west coast. 
of South America. In spite of the fact that the walls were 
built correctly and substantially at first, in time the bricks and 
We were at a loss at first as 
to what would be a reliable method to use in protecting them 
against the terrific heat of the fires. Finally, when port was 
reached, we hit upon the following expedient, largely through 
an experiment: 

We secured about three dozen old bottles, breaking them 
up into small pieces about the size of a quarter. Then the 
bridge walls that were in the worst condition were rebricked 
and cemented all over with the usual mixture of fire-clay and 
cement, and the broken glass was embedded in the surface 
over the entire area exposed to the fires. This was done, of 
course, solely as an experiment, but to our great surprise and 
satisfaction the bridge walls held. out during the remainder of 
that trip, and the following one, also, a period of over twelve 
months. 

On examining the walls at the first opportunity, we dis- 
covered that the pieces of glass were melted by the heat and 
diffused over the entire surface, penetrating the cement to a 
depth of about 34 inch, forming practically a glazed surface 
over the whole wall. After that we always had a large barrel 
full of broken bottles for such work. This is a very simple 
method of keeping bridge walls durable, which is, as every 
engineer knows, a prime essential in the saving of time and 
coal—two goals which are greatly to be desired. 

M. S. Otcorr. 


cement would crack and break. 


AUGUST, 1909. 


ee. : j 
a THE FERRY MISS VANDENBERG. 
This boat is the first double-end ferryboat to be launched in 
this country propelled solely by internal combustion engines. 
She was launched from the yards of her builders, the Pusey 
& Jones Company, at Wilmington, Del., on March 30, and was 
ready for delivery on May 15. She was designed by Mr. 
M. C. Furstenau, naval architect, of Philadelphia, Pa., and 
will be used for ferry service on the St. Lawrence River be- 
tween Ogdensburg, New York State, and Prescott, Province 
of Ontario. She was built to full American Bureau of Ship- 
ping Rules, the rules being exceeded in many cases. 


BY H. F. BENNETT AND L. E, BALDT, 


PRINCIPAL DIMENSIONS. 


Leagan Over alll, ccosogoaccce roo ft. O ins. 
Length between perpendicu- 
LATS Hee Norte 79) key Oins: 
Beam mollaledl, ccococd0c00b000 20 ft. 9 ins. 
BEAN OWS GUEIEIS, co cccc000 Z iim © 0G, 
Depth molded at center line. 9 ft. 0 ins. 
Depth molded at ends....... 9 ft. 6 ins. 
Load waterline.............. 5 ft. o ins. above bottom keel 
Displacemcn Uae eee eee at 5 ft. o ins. waterline, 150 tons 
\Wietteditsuntacesneeeeeeennee 1,904 sq. ft. 
Block coefficient...... goo dose 0.64 


Tons per inch immersion at load waterline, 3.66 . 
Moment to trim 1 ins. at load waterline, 23.26 ins. 


HULL. 


The hull is built of mild steel throughout, with frames 
spaced 24 inches center to center, from amidships to a point 
26 feet each way from amidships, and 18 inches from these 
points to the ends. The frames are 3 by 2% inches by 7.2 
pounds, with 214 by 214-inch reverse frames. The keel is of 
the bar type, 5 inches by 1% inches. The shell plates are all 
12.5 pounds, with the exception of the sheer strake, which is 
17.5 pounds. The deck beams are 5 inches by 3 inches by 
I1.3-pound angles spaced every two frames from amid- 
ships to points 26 feet each way, and on every frame space 
from these points to the ends. The main deck is of 2% by 
24-inch white pine laid fore and aft. Two white oak 


International Marine Engineering 


307 


American Bureau of Shipping Rules, with plates 714 pounds 
to 10 pounds, vertical stiffeners 3 inches by 2% inches by 7.5 
pounds, spaced 24-inch centers, and stiffeners 
spaced 48-inch centers. There is a coal bunker fitted in one 
corner of the engine room 6 feet by to feet. 


horizontal 


| 
Pilot House | 


Upper Saloon 


Lower Saloon 


9/0! 


17.5 lbs. 
< dengine Space 275 HLP. “Meitz & Weiss” 
S. ‘ 
RS . . Kerosene Engines 
% hy 34k 234°x 8.3 Ibs. 
2 Ni 
| 
| 
12.5 i 3%4°x 236"x 8.5 Ibs, 
| 
Ssh — 
+ mesons —425bss— = i 
; > 12.5 Ibs. \ c 
15.5 Ibs! °* 1% 
ic 19/436" ; 


MIDSHIP SECTION. 


ili 


all 


—— sr 


IN 


A 
EE | 
[fe § 
; — 
i 
2 ( [=a 
20 15 10 5 20 


INBOARD PROFILE OF FERRY MISS VANDENBERG, SHOWING LOCATION OF KEROSENE (PARAFFIN) ENGINES. 


guards extend entirely around the hull, one at the main 
deck and the other at 6 inches above the waterline. These 
guards are fitted to the hull by 3 by 3-inch angles. They 
are capped with 4 by 34-inch iron bars. There are four 
watertight bulkheads, dividing the ship into five compart- 
ments. ; 

The bulkheads are built watertight, to conform with the 


The stern posts are steel forgings, bossed to take the pro- 
peller shafts and stern tubes with a section 5 inches by 214 
inches. The rudder is of the balanced type with steel frame 
and wood filling, the whole being covered with 12-pound steel 
plates. The rudder stock is 4 inches in diameter, and the 
frame has a section 2% inches by 1 inch. 

The floor plates amidships are 10 inches deep and rise at 


308 


International Marine Engineering 


AUGUST, 1909. 


the ends, as shown on the midship section. They are of Io- 
pound plate throughout; 2 by 4-inch limber holes are put in 
all floors, excepting watertight compartments. The center 
keelson consists of two 2% inches by 3% inches by 8.3-pound 
angles, riveted back to back, and to the reverse frames by clips 
12 inches long. These clips are riveted to the floors on the op- 
posite side of the reverse frames. The side keelsons consist of 
two 2% inches by 3% inches by 8.3-pound angles, riveted back 
to back, and to the reverse frames and to the floors on opposite 
sides of reverse frames. They are located 3 feet 6 inches out 
from the center line of the ship. The side stringers consist of 
two 2% inches by 3% inches by 8.3-pound angles, riveted back 
to back, and to the reverse frames and to clips 12 inches long, 
which are riveted to the frames on opposite sides of the re- 
verse frames. They are located 4 feet 5 inches above the base 
line. At the ends they fair up with the top of the tanks, and 
are connected to them by gusset plates. There are two trim- 
ming tanks, one at each end of the boat, built of plates from 
72 pounds to Io pounds, with vertical stiffeners 3 inches by 
2% inches by 7.2 pounds, spaced 24-inch center to center. 
The horizontal stiffeners are 3 inches by 2% inches by 7.2 
pounds, spaced 48 inches. There are two deck-beam stringers, 
each located 3 feet 6 inches from the center line of the ship. 
They connect by 5 inches by 3 inches by 11.3-pound angles, 
worked to double angle clips 2% inches by 3% inches by 8.3 
pounds, 12 inches long, riveted to the deck beams. The deck 
plates are 20 inches by 12.5 pounds, single butt 
strapped, double riveted. 


stringer 


PASSENGER ACCOMMODATIONS. 
The main deck is closed in, except for a space of 10 feet 


power each. Each engine drives an independent propeller, one 
at the forward end and one at the after end of the boat. The 
engines complete to the outer end of the thrust coupling weigh 
3% tons each. The shafting is of mild, open-hearth steel 
forgings, with couplings forged on each end of each shaft 
except the propeller and engine shafts. The intermediate 
shafts are 3 inches diameter, supported by two bearings, lined 
with Babbitt metal of the best quality. The propeller shafts 
are 3% inches in diameter, and are carried at the bearings by 
3g-inch brass sleeves, 3 inch thick, projecting 3 inches beyond 
the glands and stuffing-boxes. The bearings on the outboard 
and inboard ends of the propeller shafts are both 15 inches 
long. The bearing sleeves are made in halves, and are re- 
movable, and are lined with best quality of lignum vite staves. 

The stern tubes are of cast iron, turned at the bearings, and 
faced joints, and are thoroughly riveted in place at the inboard 
ends by a cast flange, and secured to the stern frame by a 
screwed nut on the tube. The usual oil and water service 
pipes are fitted. 

PROPELLERS. 

There are two cast steel propellers, one right-hand and one 

left-hand, fitted, of the following dimensions: 


— Seale of Feet.— 


(Cie ree 


FIG. 1.—LINES OF 30-FOOT WHALEBOAT. 


from each end, and is fitted with slatted seats, toilets, wash 
rooms and newsstand. A wide stairway leads to the saloon 
deck. Access to the engine room is underneath this stair. 
The saloon deck is fitted like the main deck, with slatted seats. 
There is a companionway at each end of the boat to the main 
deck outside of the saloon deck house for the use of the crew 
for access to the pilot house. The pilot house is on this deck 
amidships; with a floor raised 18 inches above the level of 
the hurricane deck, it is fitted with two Williamson’s hand 
steering gears. 
EQUIPMENT. 


The vessel is fitted with four metallic lifeboats 14 feet long, 
fitted with suitable boat davits and gear for lowering. There 
is one 300-pound Baldt stockless anchor, bedded in chocks 
and lashed at one end of the boat. Sixty fathoms of 5£-inch 
stud-link chain is carried in a chain locker at one end of the 
boat. There are also 15 fathoms stowed in one of the peak 
tanks, which is fitted as a chain locker. 


MAIN ENGINES. 
The boat is propelled by two sets of three-cylinder Mietz & 
Weiss marine kerosene (paraffin) engines of 75 brake-horse- 


DATA 
ID raimete hee ee 39 inches 
Ii C Dm tachi crises aye ee 49 inches 
BitchWra biota sec. crake ee 1.26 
DISCPAKe Durga cals skye eae eee ee ee 1,194.59 square inches 
Develo pedmacalaenn a ae 503.9 square inches 
ITB) 1S Cpe teen ys eckson s icokssag) ee ee 50 
Nome Ol WAGES, .55cccccscoccconc 4 
RAK CW tern et rats crs Aisles OR ea 0 feet o inches 


HEATING SYSTEM. 


There is an Ideal six-section steam heater located in the 
engine room for heating the entire boat. The radiators are of 
the American Rococco type. 

FUEL OIL AND OTHER TANKS. 

The fuel oil is carried in four seamless steel tanks manu- 
factured by the Janney Steinmetz Company, of New York. 
They are 7 feet long and 20 inches in diameter, with a capacity 
of 100 gallons each. 

There is also one seamless steel tank, 7 feet long and 20 
inches in diameter, for fresh water, connected to a similar 
tank, 5 feet long by 20 inches diameter, for holding the com- 


AUGUST, 1909. 


pressed air used in the sanitary system. Fresh water is 
forced to all parts of the boat by the Kewanee system of com- 
pressed air. 

Complete sets of bell pulls from pilot house to engine room 
are fitted. 

The exhaust from the main engines is carried up through 
the cabins to 2 feet above the pilot house. . The pipes are 10 
inches in diameter (standard wrought iron pipe), surrounded 
by a light steel casing 15 inches in diameter. ‘This, in turn, is 
enclosed in a 20-inch sheet steel pipe and lagged with as- 
bestos. The space between the to-inch pipe and the 15-inch 
casing is used for a smoke-stack from the heater, and the 
space between the 15-inch pipe and the 20-inch casing is used 
for an engine-room ventilator. The exhaust piping in the 
engine room is covered with 85 percent sectional magnesia 
covering. 


International Marine Engineering 


309 


cedar 34 inch thick. The sheer strake is of white oak, 34 inch 
thick and 5 inches wide amidships. 

The deadwood, stem and apron are all fastened with %-inch 
copper bolts. The keelson is fastened with 3¢-inch copper 
bolts. ‘Copper rivets, 44 inch diameter, are used through the 
floors and futtocks, through the upper strake and ‘thwart 
knees and through the ’thwarts and ’thwart knees. The sheer 
strake is copper-fastened with ten-penny rivets and nails. The 
garboard and the strake above it are fastened with twelve- 


Oe oO 2 
parent | 
juny a tt 


“_— Seale of Feet. — 


FIG. 2.—DETAILS OF CONSTRUCTION OF 30-FOOT WHALEBOAT. 


A THIRTY = FOOT WHALEBOAT. 


Fig. 1 shows the lines of a standard 30-foot whaleboat, such 
as is used in the United States navy. It is 30 feet long over 
all and 27 feet long between hangings; the extreme breadth is 
6 feet 10 inches, and the molded breath 6 feet 8'4 inches. 
From the top of the gunwale to the lower edge of the rabbet 
in the keel is 2 feet 5 inches. 

Details of the construction of the boat are shown in Fig. 
2. The keel is of white oak, sided 214 inches, molded below 
the rabbet forward and aft 3 inches, and tapered on the lower 
edge to 15¢ inches. The stem, sternpost, deadwood, floor tim- 
bers, futtocks and keelson are all of white oak. The stem is 
sided 2% inches at the rabbet and 1 inch at the fore edge. 
The sternpost is sided the same at the rabbet and 13% inches 
at the after edge. The deadwood is also sided 21% inches, to 
correspond with the keel. The floor timbers and the futtocks 
are sided 1 inch and molded at the throat 2 inches. The fut- 
tocks are 1 inch, molded at the head. Amidships the keelson 
is 234 inches, tapering to 2% at the ends. It rises 114 inches 
above the floors, and is scored down over the frames to the 
keel. The planking, excepting the sheer strake, is of white 


penny copper nails, while the planking above the garboards is 
fastened with ten and eight-penny copper nails. 

The boats are fitted with two masts and a slide gunter rig, 
the total sail area being 278 square feet. Both the foremast 
and mainmast are 15 feet 10 inches high, but the main top- 
mast is 12 feet 2 inches long, compared with the fore top- 
mast, which is only 11 feet 8 inches long. The masts are both 
3 inches in diameter at the head and heel. 

Exclusive of fittings the hull weighs 1,767 pounds. With 
the complete outfit on board, including awning stanchions, 
boat hooks, boat chest, tools, etc., a 5 and 3-gallon breaker, 
masts, sails, oars, row locks, rudder, grating, flag staffs, etc., 
the total weight is 2,342% pounds. 


Regarding the Turbine Steamer Creole. 


The following statement has been issued by the Fore River 
Shipbuilding Company, Quincy, Mass., builders of the turbine 
steamer Creole: 

“The Fore River Shipbuilding Company contracted with the 
Southern Pacific Company for the building of the steamer 
Creole strictly on the owners’ plans and specifications for the 


310 


hull, and agreed to install twin-screw Curtis marine turbines 
and Babcock & Wilcox watertube boilers. The shipbuilding 
company guaranteed that the vessel, under such arrangements 
as should be agreed upon between the parties to be proper, 
should show a speed of 16 knots on the round trip between 
New York and New Orleans in ordinary weather on 10,000 
tons displacement and with a coal consumption not exceeding 
7 tons per hour. The contract also provided that if the tur- 
bines and boilers did not prove entirely satisfactory to the 
Southern Pacific Company, and they decided to install re- 
ciprocating engines and Scotch boilers, the shipbuilding com- 
pany would, if requested within six months after delivery of 
the ship, stiffen up the hull as might be necessary for this 
purpose. 

“Before the delivery of the Creole, in December, 1907, the 
shipbuilders’ installed a fourth set of screw propellers and 
made several trials of the vessel both light and loaded. The 
load draft trial run for a period of twenty-four hours in 


International Marine Engineering 


AUGUST, 1909. 


give this matter attention and had secured satisfactory screws. 
The turbines were shown on trial and in service to have ob- 
tained the designed efficiency and economy and to be suc- 
cessful in mechanical operation, notwithstanding the severe 
treatment which they received from excessive boiler priming, 
brought about by inexperience and carelessness in the fire- 
room. Notwithstanding the fact that the shipbuilding com- 
pany installed assisted fire-room draft on the Creole, and 
carefully overhauled all auxiliaries on the vessel, subjected to 
unusual deterioration from the use of salt and muddy water 
in the boilers, and excessive priming from careless water 
tending, the boiler difficulties continued to increase until the 
vessel was laid up by the Southern Pacific Company, with the 
that it was not safe to continue 
operation without careful overhauling. 

“The Southern Pacific Company has demanded of the ship- 
building Company that they should remove the Curtis tur- 
bines and Babcock & Wilcox watertube boilers from the 


boilers in such condition 


17,000-TON HAMBURG-AMERICAN LINER CINCINNATI. 


heavy weather showed that the vessel was able to meet the 
contract conditions, the speed and coal consumption having 
been measured and certified to by independent outside experts. 
On the measured mile at Provincetown the vessel showed 
17.23 knots light as a mean of high runs and 16.57 loaded. A 
speed through the water of about 15% knots is sufficient to show 
16 knots average round trip from New York to New Orleans. 
After this time the vessel made fourteen round trips to New 
Orleans, but failed on any trip to show the contract speed. 
“The management of the Southern Pacific Company always 
refusing to provide a fire-room force either satisfactory to the 
shipbuilding company or in numbers and efficiency adequate 
for the type of boilers, met with continual and increasing diffi- 
culties in the operation of the watertube boilers. These 
boilers, on the builders’ trials, were shown to have fulfilled 
the efficiency guaranteed, and were built by manufacturers 
whose experience in land and marine boilers is unexcelled. 
Although difficulties were encountered in obtaining efficient 
screw propellers for the Creole the shipbuilders continued to 


Creole, and install at their own expense reciprocating engines 
and Scotch boilers. The shipbuilding company, in declining 
to do this, maintains that the turbines, boilers and engine- 
room auxiliaries are exactly as were contracted for, and are 
capable under proper and intelligent operation of fulfilling 
the contract conditions. Considering the conditions of opera- 
tion by the Southern Pacific Company, and particularly the 
scale of compensation of mechanical staff adopted by the 
company, it is probable that the operation of watertube boilers 
is not suitable, although they were recommended by and ac- 
ceptable to the company’s management at the time the con- 
tract was made. If the shipbuilders had sacrificed the greater 
turbine efficiency, due to the higher pressure and drier steam 
of the watertube boilers, and installed Scotch boilers origin- 
ally, they are confident that the turbine equipment would have 
given satisfaction, and that the difficulties experienced are due 
to the conditions of operation of the watertube boilers, the 
turbines having stood punishment through which no recipro- 
cating engine could have passed.” 


AUGUST, 1909. - 


THE CINCINNATI. 

Two large, new steamships have been added to the New 
York-Hambure service of the Hamburg-American Line this 
season. One of these, the Cleveland, was fully described and 
illustrated in the March, 1909, issue of INTERNATIONAL Ma- 
RINE ENGINEERING. The other, the Cincinnati, which has just 


International Marine Engineering 


Ww 
4 


As in other vessels of the Hamburg-American Line, the 
saloon accommodations on the Cincinnati are situated amid- 
ships, extending over four decks. They are connected by a 
grand circular stairway, as well as small companionways, and 
an electric elevator runs from the highest to the lowest deck. 

The dining saloon is on the upper deck, and following the 
usual 


method now employed on ocean steamships, is pro- 


FIRST CLASS SALOON ON THE CINCINNATI, 


recently gone into service, is a sister ship of the Cleveland, 
the principal points of difference between the two vessels 
being in the interior decorations. 

The principal dimensions of the Cincinnati are: 


Length between perpendiculars........ 587 feet 6 inches. 
Lancia Ower Gls cooccoado0c0 008 gcnKa000 608 feet 8 inches. 
BrCAGWA OM WAVMESs Jo00060000000000006 65 feet. 

IDepN sMNONCIEC!, 55 cooocso0enS00uG00D0b0C 50 feet. 
Woadkdrartnnnneeer eter cr ieee cor 32 feet8Y% inches. 
Tonnage, gross register........ (about) 17,000 

WOMARS, MEL MASS. 00000000c (about) 10,000 

Deadweight capacity, tons...... (about) 13,000 


Displacement on 32 feet 8 inches draft.. 27,000 tons. 


Cargo capacity, including fourth class passenger compart- 
ments, about 470,578 cubic feet. 

Cargo, cold-storage room, about 35,000 cubic feet. 

The main superstructure amidships extends to 100 feet for- 
ward and 154 feet aft the center of the ship, and is gradually 
tapered away to the uppermost deck. 
amidships : 


There are seven decks 
The lower, ‘tween, saloon, upper, bridge, prom- 
enade and boat deck, while fore and aft of the propelling space 
one extra deck, the orlop, is fitted. 

Steam is supplied at 214 pounds pressure by three single- 
ended and three double-ended boilers having a total heating 
surface of 23,000 square feet, and a total grate area of 525 
square feet. There are two main engines of the four-cylinder, 
vertical, inverted direct-acting, quadruple expansion type, each 
capable of developing about 4,650 indicated horsepower at 80 
revolutions per minute. The cylinder diameters are 29%, 42 
20/32, 6136 and 86%, and the stroke 55% inches. Each engine 
has a separate condenser with a cooling surface of 7,200 square 
feet. There are two three-bladed built-up propellers, which 
turn outboard when going ahead, the diameter of each being 
19.4 feet, and the pitch 21 feet 8 inches (for more extended de- 
scription of hull and machinery see INTERNATIONAL MARINE 
ENGINEERING, March, 1909, page 85). 


vided with small tables seating two, four, six and eight per- 
sons. The dining saloon extends across the full width of the 
vessel, affording abundant light and ventilation. 

The most spacious room on the upper deck is the lounge, 
where men are permitted to smoke, but from which the women 
passengers are not barred. Large, square windows insure a 
cool breeze at all times during the summer months, while a 
large, open fireplace adds cheer and warmth in the winter 
time. Connected with the lounge by a splendidly decorated 
vestibule is the first class smoking room, situated aft on the 
promenade deck. This room is surmounted by a dome of glass 
and is indirectly illuminated at night by a great number of 
hidden electric lights. From the vestibule the gymnasium, and 
also the Marconi wireless station, are easily reached. by a com- 
panionway to the boat deck. Other features of the first class 
include a photographer’s dark 
room, music rooms, book stalls, library and information bu- 
reau, electric light baths, ete. 

An innoyation has been made in the accommodations for 


passenger accommodations 


third class passengers. Comfortable staterooms for two, four 
and six passengers are provided instead of the customary 
dormitory arrangement. The third class passengers have a 
separate dining-room capable of seating 250 persons at a time. 
Ample sanitary accommodations are provided, and also a large 
deck promenade. 

Eleven compartments are fitted on the lower “tween and 
saloon decks to accommodate 2,064 fourth class, or steerage 
passengers, according to German Lloyds. Fixed ladders lead- 
ing down the hatches for communication between the com- 
partments and the upper deck promenade have been pro- 
vided. Each compartment has a number of seats and tables, 
as well as cupboards, for the convenience of the passengers. 

Every provision has been made for the safety of the 3,250 
passengers which the liner is capable of carrying, including 
loud-speaking telephones to the various important stations on 
board the ship, wireless telegraph, sixteen lifeboats and ten 
collapsible boats, all carried on Welin quadrant davits, life 


312 


belts, submarine signals, Lloyd Stone’s hydraulic bulkhead 
doors, large steam pumps, fire bulkheads in the deck erec- 
tions, and steam and water fire extinguishing apparatus. The 
Cincinnati was launched in the yards of Blohm & Voss, Ham- 
burg, in July, 1908, and she made her first trip to America 
in June, 1900. 


International Marine Engineering 


AUGUST, 1909. 


advantage in marine work; whether within the limits of the 
space and weight available in an ordinary commercial marine 
power plant a gas producer could be built which would pro- 
duce a clean, rich gas from the ordinary coal which is avail- 
able in every market. 


The boat is 4o feet long over all, with a beam of 9 feet, and 


FIRST CLASS DINING SALOON ON THE CINCINNATI. 


A SUCCESSFUL MARINE PRODUCER-GAS PLANT. 


The motor boat Marenging, built for H. L. Aldrich, pub- 
lisher of INTERNATIONAL MARINE ENGINEERING, and fitted 
with a producer gas power plant (see INTERNATIONAL MARINE 
ENGINEERING, March, 1909, page 110), has now been in com- 
mission for over two months, and has been given a thoroughly 
practical try-out. As announced in previous issues of this 
magazine, this boat was brought out solely for the purpose of 
finding out whether a producer-gas plant could be used to 


a mean draft of 3 feet 6 inches, and is driven by a four-cyl- 
inder, four-cycle engine, with cylinders 5% inches in diameter 
by 6 inches stroke, which turns from 400 to 500 revolutions per 
minute. The engine is fitted with a reversing gear, mounted 
in an extension: of the main bed, and drives a solid three- 
bladed bronze propeller 24 inches in diameter. 

The engine used on this boat is a regular stock motor, de- 
signed for using gasoline (petrol), the only changes made for 
producer gas being in the nature of considerably higher com- 
pression than is ordinarily met in gasoline (petrol) engines. 


FIRST CLASS SMOKING ROOM ON THE CINCINNATI, 


AuGust, 1900. 


International Marine Engineering 


313 


The inlet and exhaust valves and piping on this engine were 
exceptionally large, so that no changes were necessary on 
these parts. For the most successful operation on producer 
gas, the compression in the engine should be about 150 pounds 
per square inch. With this particular engine it was impossible 
to get much over 100 pounds, and, therefore, the results 
were not as good as could be expected with an engine es- 
pecially designed for the service. 

No attempt has been made to carry out tests involving ex- 
treme refinement because the inadequacy of the engine would 
make such tests of little value. What has been shown, how- 
ever, is the fact that marine producer-gas plants can be suc- 
cessfully operated with remarkable economy. This has been 
well demonstrated to the satisfaction of the owner and many 
marine engineers and naval architects who have seen the 
plant in operation. Compared with a steam-power plant, this 
boat has shown remarkable economy, averaging a horsepower 
an hour on slightly over a pound of coal. In regular service 
the boat covers between 800 and goo miles on a ton of an- 
thracite pea coal, costing (depending upon where the coal is 
purchased) between $3.50 (14 shillings) and $5.00 (21 shil- 
lings). This amount of coal covers the banking of fires and 
starting up at frequent intervals. If the boat were started out 
on a continuous run, it is believed that it would make prac- 
tically a thousand miles on a ton of coal The average speed 
of the boat is between 8 and 9 miles an hour. 

Such a non-stop run was attempted on July 9, the boat leay- 
ing the Hudson River Yacht Club, at the foot of West Ninety- 
second street, New York City, at 4:48 P. M., bound up the 
Hudson River to Albany and return, a distance of 275 miles. 
Unfortunately, considerable trouble was encountered in nayi- 
gating the boat in certain parts of the river during the night, 
as large quantities of eel grass and weeds grow near the sides 
of the channel, in which the propeller became fouled a num- 
ber of times, causing unavoidable shut-downs. Two such 
mishaps on the way to Albany delayed the boat for from ten 
minutes to an hour each time, and the same difficulty was en- 
countered, to a certain extent, on the return trip, preventing 
a strictly non-stop run. The results, however, even con- 
sidering the shutting down and banking of fires, must be con- 
sidered remarkable. 

The summary of the trip is as follows: 

July 9, 4.48 P. M., started from Hudson River Yacht Club 
dock. 

July 10, 3:30 P. M., arrived first bridge at Albany. 

July 10, 3:32 P. M., started for New York. 

July 11, 10:15 A. M., arrived Hudson River Yacht Club 
dock. 


Aleta sil ees sue oc como onlag 06 cinoma nmin netcorcaes aa 275 
Poemals coxil creme! two AIDEN oa5d000c0ccc00000000000000 351 
Pocads eoail inane! ti Neny WOR o0occccnb000c000000006 285 
Total powmals coxll nmmnecl TOP WAD.ccccoccavvv0scod0000cee 636 
Wima® to ADE. cccoccaccs %06006000000 50022 INCOUS AZ sanibornnnes. 
Abe (ho) ING NVOld ee con onuco cocoa coders 18 hours 43 minutes. 
Wikia TOP SMR WAYD> 00 0cocnngacccad00000 41 hours 25 minutes. 
Pounds of coal burned per mile to Albany...............2.55 
Pounds of coal burned per mile to New York............2.07 
Pounds of coal burned per mile entire trip...............2.31 
Pounds of coal burned per hour to Albany.............. 15.45 
Pounds of coal burned per hour to New York........... 15.20 
Pounds of coal burned per hour entire trip.............. 15.32 


One of the principal objects in view when this boat was 
brought out was to demonstrate to the owners of coastwise 
schooners in the lumber, coal, and other trades, also to the 
owners of fishing boats, oyster boats, and owners of yachts 
requiring less than 500 horsepower, the fact that producer 
gas has many striking advantages over either steam or gaso- 
line (petrol). A producer-gas plant can be installed on a 
fore-and-aft-rigged vessel at small expense, and can be 


operated at very slight cost. The cost of operation with an- 
thracite coal costing about $4 (16 shillings) per ton, as shown 
by tests made on the motor boat Marenging, is practically 
one-tenth of what the cost would be if gasoline (petrol) were 
used at a cost of 15 cents (7% pence) per gallon. As a mat- 
ter of fact, gasoline (petrol) can seldom be bought at this 
price, and in many places it costs twice as much, so that the 
great economy of the producer-gas plant over a plant operated 
on gasoline (petrol) is evident. 

As compared with a steam plant, the producer-gas plant, 
judging from the results obtained with Marenging, can show 
a decided increase in economy over a steam plant, since a 
horsepower an hour can be obtained on slightly over one 
pound of coal; whereas in the ordinary tugboat using high- 
pressure steam it is doubtful if a horsepower an hour is 
obtained on much less than 5 pounds of coal.. On ‘arge steam- 
ships and warships a steam-power plant shows, of course, 
better economy than a tugboat, a horsepower an hour being 
obtained on an average of from 134 to 2 pounds of coal. A 
saving of from 25 to 50 percent in such plants, however, 
means a large sum of money. 

Another advantage which should recommend this type of 
installation as an auxiliary in coastwise schooners and the 
like, is the ease of operation. Any man who can take proper 
care of an internal-combustion engine can, without any diffi- 
culty whatever, manage a producer-gas plant. It requires 
little, if any, more skill to manage such a plant than it does to 
manage an ordinary kitchen range. 


MEASURED MILE TRIALS 


The only way in which to determine the true speed of a 
vessel is to make a series of runs over a suitable measured 
mile. It, therefore, follows that measured mile trials must 
always be made where it is necessary to determine the speed 
of which a vessel is capable when developing her full or a 
given power at a given displacement, or to ascertain her 
radius of action at an economical speed; that is, the speed at 
which the vessel must travel to cover the greatest distance for 
a given total consumption of fuel. The results of such trials 
are also of the greatest importance in compiling data for 
future design work. 

Great care is necessary in choosing and laying down a 
measured mile. The best mile is that which is sheltered, 
away from traffic, not affected by rapidly-flowing tides and of 
good depth of water. The posts marking the ends of the 
mile should be easily and distinctly visible from the vessel. 
The course should also follow the direction of the ebb and 
flow of the tide. 

INFLUENCE OF THE TIDE. 

The sources of error in running on the measured mile are 
many and various, but corrections may be made for some of 
them. The principal error is that due to the influence of the 
tide. 

If the direction and flow of the tide were constant through- 
out the runs the arithmetic mean of a number of runs half 
with and half against the tide would give the true speed of the 
vessel. «Unfortunately, the speed of the tide varies with the 
time, and the arithmetic mean, if used, will give a large error. 
For instance, the speed of the tide over a measured mile 
course at ten-minute intervals was .T, .33, .63, .85, 1.08 knots. 
If the true speed of a vessel were 20 knots, and a run was 
made each ten minutes, the first one with the tide, then the 
observed speeds for four runs would be: 
IDE TEMo cone 20.1 
19.67 Arithmetic mean = 
Mal FEM. oo00¢ 20.63 4 
19.15 Arithmetic mean = 19.8875 


79.55 


314 


International Marine Engineering 


AUGUST, 1909. 


This error can 

taking what is known as the “mean of 

is the true speed of the ship relative to still 

water, 71, 2, V2, Vs, the speed of the tide at successive equal 

intervals of time; and, if the first run is assumed to be made 

with the tide, then the observed or apparent speeds would be 
V +u,V £v2,V + us, V = Us. 

In applying the mean of means the mean of the first two 
runs is taken, then that of the second and third, then of the 
third and fourth. These means are again meaned until only 
one mean is left. 

The mean of means is thus 


(a1 — 7) +. 3 (v3 —= %};)) 


The error is therefore very nearly .12 knot. 
be minimized by 
means.” If V 


ys 


and the error is 


8 


(v1 — Hp) -t- 3 (U3 — Us) 


8 
The latter approaches zero, as may be demonstrated mathe- 
matically. 
Tf Si, Se, Sa, Si are the observed speeds of the ship, the mean 
of means can be rapidly ascertained, as the process of meaning 
gives us 


Si a 392 aL 3S -- Ss 


8 
as the “mean of means” speed. 
For six runs we get in the same way: 
Si + 5S2 + 10S; + 10S, + 595 + So 
“Mean of means” speed = = 
32 
The mean of means process, applied to the example pre- 
viously quoted of the 20-knot ship for four runs, gives: 


Functions for 


Observed Speeds. Multipliers. Speeds. 

IMGESE TETG0 oo conc 20.1 I 20.1 
Secondirunssesee 19.67 3 59.01 
WOME! REDS. 6 066 20.63 3 61.89 
Fourth run...... 19.15 I 19.15 
8) 160.15 

Calculated speed = 20.02 


or an error of only one-sixth of that obtained by taking the 
arithmetic mean. If the first run had been against the tide 
the error would be the same, but with a different sign, and 
the speed would be 19.98 knots. 


OBLIOQUITY OF COURSE. 


If the ship traveled on a course at an angle © to the di- 
rection of the measured mile, the distance traveled from post 
to post would really be d sec © (assuming that d represents 
the true length of the course). If 7 be the observed time of the 

dsec 9 d d 
run the true speed is = + 
T If T 
= apparent speed + error. 

It will be noted that, due to the obliquity of course, the true 
speed is always underestimated. For instance, if the time 
taken is four minutes and the obliquity be one point, the 
apparent speed over the mile is 15 knots and the true speed is 
15 X 1.0196 = 15.204 knots (1.0196 being secant of the angle 
of obliquity): 


(sec 8 — 1) 


INCORRECT FINDING AND SIGHTING. 


When sighting the posts for alinement, the impression con- 
veyed to the observer is that one post moves across the other. 


In order to avoid error it is necessary that the time should be 
taken at each end of the mile, as the posts appear to meet or 
separate. The distance between the posts equals the velocity 
of the ship times the time taken, or in symbols: 


15 NVA ORE 


If V1 is the true velocity of the ship corresponding to the 
actual time 7;, and 72 is the velocity corresponding to an 
observed or incorrect time Ts, then Vi KX Ti = V2 K To = 
a constant, or ; 


V2 Ia 


Assume that in a ship whose true velocity (1) is 20 knots, 
T, = three minutes. Suppose an error of two seconds be 
made in timing, then 


19 = 3 KX GO eG 


20 3 X 60 + 2 
and = 

Ve 33 >< 60 
or V2= 19 7/9 knots. 


That is, an error of two seconds over the true time gives a 
decrease in speed of two-ninths of a knot. 


ERROR DUE TO USE OF HELM. 


It is usually necessary to use the helm in keeping a straight 
course on the mile, and use of helm means increased resistance 
and lessened speed. If tide and wind tend to carry the vessel 
across the mile it is advantageous to let the vessel take an 
oblique course, using only a small helm angle, and then cor- 
recting for obliquity of course. In a 25-knot vessel having a 
rudder area of 40 square feet, the indicated horsepower wasted 
with a helm angle of, say, one point may be as much as one- 
tenth of the total. This may be expressed as a loss of speed 
in the following manner, assuming that the indicated horse- 
power varies asthe cube of the speed: 

Denoting I. H. P. by J and speed by V. 

la (V)*% or l= KF (& being a constant). 

>. log ]=log K + 3 log /. 
6] 390 VV 
Differentiating — 
it V 


For a first approximation, 6 J may be taken to denote the loss 
of indicated horsepower due to helm angle, and 6 J’ the cor- 
responding loss of speed. Hence substituting 


I BOI 
10 25 
or 6 V = 5/6 of a knot. 


This shows how serious this error may become. 


ERROR DUE TO ACCELERATION OVER THE MILE. 


It is a matter of common knowledge that a vessel in motion 
through the water sets some of the surrounding water in 
motion, and some of it travels with the ship. Hence any ac- 
celeration of the ship means also acceleration of some of the 
surrounding water. It is, therefore, necessary that before the 
ship runs on the mile she should have traveled a sufficient 
distance to reach her full speed. 

Mathematical expressions can be obtained for the space 
necessary to accelerate a vessel from a lower speed to a higher 
speed not her full speed. Theoretically, an infinite space is 
required to accelerate a ship to her full speed. If the resist- 
ance of a ship varies as the square of the speed, then the space 
in feet necessary to accelerate the vessel from a speed z to 
a speed v:, not her full speed, is theoretically 


AUGUST, 1909. 


3 W V* — vp 
—> | loge == 5 
8 @Ik V? — ve 
the engines working at full power the whole time. 
Here W = displacement of vessel in pounds, 
g =} acceleration due to gravity, 


R = resistance of ship in pounds at full speed lV, 
V = full speed of ship. 
it being also assumed that a mass of water of one-fifth of the 
displacement of the vessel is accelerated with the vessel. A 
similar but longer expression can be obtained in the same way 
where the resistance varies as the cube of the speed. 
EFFECT OF SHALLOW WATER. 

The effect of shallow water on the resistance and speed of a 
vessel has long been recognized. When a vessel runs in 
shallow water the wave formation usually suffers degradation, 
accompanied by an increase in the skin friction. The net 
effect of these alterations in the components of the total re- 
sistance may be such as to give either a greater or a less total 
resistance than the normal deep-water resistance. The re- 
searches of Rota and other experimenters clearly show that 

Vy? 
depths approximately given by ——— should be avoided, the 
60 
depth being expressed in fathoms and the speed, I’, in knots, 
as this is the approximate depth at which an enormously in- 
creased resistance may be expected. However, Rota’s results 
also show that depths of water well below this critical depth 
would give diminished resistance, and, therefore, an increased 
speed. In order, therefore, to get at the normal deep-water 
speed of the vessel it is important that the depth of water on 
the measured mile should not approach a depth in fathoms 
given by the above expression nor below this depth. 

To thoroughly test a new vessel a full power trial of as long 
duration as possible is necessary, and the trial displacement 
should approximate that state of lading in which the vessel is 
most likely to be called upon to exercise her maximum speed. 
It is therefore usual in nearly all classes of vessels to stipu- 
late: 

1. A fixed period of time during which the maximum speed 
is to be maintained. 

2. A particular lading during the trial. 

The runs on the measured mile should then take place at 
the middle of the trial. The obvious procedure in com- 
mencing to run on the measured mile is to take up a course 
parallel to the posts, and at a sufficient distance from the first 
post to ensure no acceleration over the mile, and the minimum 
use of helm in maintaining the course when on the mile. The 
vessel is then timed between the posts by a chronograph, her 
exact course being also noted. The vessel is then taken round 
in a curve consistent with a minimum loss of way, and after 
getting up full speed again she is run back over the mile in the 
opposite direction, the chronograph again being used to 
obtain the time over the mile. It is necessary to make four, 
six, or even eight, runs over the mile in this way to obtain 
sensibly accurate results in eliminating tide effects. 

Concurrently with the runs on the mile the revolutions of 
the screws are ascertained, and the revolutions per knot on 
the mile deduced. The total number of revolutions during the 
whole trial are also counted, and the full speed of the vessel 
during the trial thus determined. 


MEASURED MILE TRIALS. 


Time of 9 Reys. Functions Functions 

Run. Knots (Mean). Multipliers. for Speed. for Revs. 
Run No. 1... ral Ky Yr) 1 Ky ry 
Run No. 2... to Ko r 5 5 Ke 5re 
Run No. 3... ts Me r3 10 10 Kz 10r3 
Run No. 4... t4 a3 6 10 10 K4 1074 
Run No. 5... 15 oo B 5 5 Ks 5r5 
Run No. 6... tg Ke YG 1 Ke re 
s yy 


International Marine Engineering 


315 


Then “mean of means’ speed = 


Then “mean of means” revs. = 


Revolutions per knot —| — = 


yi x1 


32 
Supposing the the trial to last eight hours, the counters are 
recorded every hour, thus: 


Starboard Screw. Port Screw. 


1DyaVGl OH WE NeW ococog0a00 Si Py 
IByaal Ot ACl INOW, co50000000 S5 P, 
End of 8th IN@YEEPo soc 0000 : §, Py 
Sy ap 2% 
Mean counters for eight hours = 
2 
Sg ar 25 


.. Knots in eight hours 
2 X revs. per knot 
Sy ae 2a 


.. Mean speed 


In carrying out such trials as have been described, it is 
essential to determine the power the shafts are transmitting, 
particularly in the case of vessels driven by turbines in which 
no estimate of the power corresponding to the indicated 
horsepower of a reciprocating engine can be made. These 
shaft horsepowers are most satisfactorily determined by the 
use of some form of suitable torsionmeter, and the readings 
should be made whenever the revolutions are taken. 


Wo BR 


SOME MODEL EXPERIMENTS ON SUCTION 
ORTAVIESSEESSs 


BY NAVAL CONSTRUCTOR D. W. TAYLOR, U. S. N. 


The question of the relative reactions of vessels under way 
and close to one another is one of great complication. That 
these reactions. are strong is well known, and the cases of 
suction due to them when vessels have made ill-advised at- 
tempts to pass others too closely are well known. 

Some experimental investigation of this question has been 
made at the model basin within the last year. The apparatus 
used was more or less of an improvised nature. It was found 
during the experiments that, as might be anticipated, there was 
more or less instability about the reactions involved, it being 
very hard to tow the models exactly straight, so that the 
results obtained cannot be regarded as highly accurate, but 
they show tendencies and the general nature of the phe- 
nomena very distinctly. Four models were used, all of 3,000 
pounds displacement. Their dimensions, etc., are given below. 


* Read before the American Society of Naval Architects and Marine 
Engineers, June, 1909. 


316 


TABLE OF MODEL DIMENSIONS AND COEFFICIENTS. 


Length of all on waterline......... 20.512 feet. 
Length mean immersed............ 20.000 feet. 


Displacement in fresh water....... 3,000 pounds. 


Longitudinal | Midship Block 
Model B HT B Coefficient. Section | Coefficient. 
Number. | Beam, Draft, — Coefficient. 
Feet. Feet. H 1. m. b. 
834 3.692 1.263 2.92 56 90 504 
838 3.503 1.198 2.92 56 1.00 56 
858 3.586 hy) 3.75 74 .926 685 
866 2.778 1.235 220) 74 926 685 


These models were towed in pairs abreast one another or at 
definite distances ahead or astern. In the abreast positions 
they were towed at various distances apart. For other posi- 


ASTERN 


-BL “6L 
838 
4 
05 
634 
-8 
5° 
AHEAD 
2c cua 
& 


i i oo 
[ \\ 
4 


ne V 


THE ARROWS SHOW DIRECTIONS, THE FIGURES THE AMOUNTS EXPRESSED AS FRACTIONS 


FIG. 1.—FORCES UPON“ MODEL 834 WHEN PASSING MODEL 838. 


International Marine Engineering 


AUGUST, 1909. 


838. It also shows, for the position abreast, the reactions upon 
both models 834 and 838 for three spacings. Fig. 2 refers to 
models 858 and 866, showing the forces acting upon 858 as it 
passes 866. It also shows for the abreast position the model 
reactions for three spacings and the actions upon model 858 
for greater distances apart. Fig. 3 shows curves of the pulls 
and repulsions upon model 834, corresponding to Fig. 1, and 
Fig. 4 shows the same for model 858, corresponding to Fig. 2. 
In Figs. 3 and 4 the zero position means that the centers of 
the two models are abreast one another. Their center lines 
were 3.9 feet apart, which was maintained throughout. 

The position two-tenths ahead means that the center of 
model 834 is two-tenths of its length forward of the center of 
model 838, so that in the position five-tenths ahead the center 
of model 834 is abreast the bow of model 838, while in the 
position five-tenths astern the center of 834 is abreast the stern 
ABREAST 


-4L -2L 


(Be) (8) 
13 
a 838 834 


2.1 22 
19 L APART 


| 
10 1.0 


24L APART 


CG LY 
28L APART 


OF THE TOTAL RESISTANCE. 


tions, the uniform distance apart of their center lines was 
3.90 feet, or nineteen hundredths of the length of the model. 
While this is quite close, it should be remembered that these 
experiments were made in water many times the draft of the 
models, and hence the suction effects under given conditions 
would be less than if the water had been shallow, as is usually 
the case when suction phenomena are of importance in con- 
nection with actual ships. 

The pulls or repulsions were measured at two points, near 
the bow and near the stern, as indicated in Figs. 3 and 4. It 
was found that within the limits of error the forces acting for 
a given relative location of the models varied with speed as 
the resistance of the model. This fact was taken advantage 
of to plot the forces in terms of the model resistance. This 
model resistance is that of the model when towed inde- 
pendently. The effect of the side suction upon resistance was 
not measured. 

Figs. 1, 2, 3 and 4 show the results obtained. Fig. 1 shows 
the pulls and repulsions upon model 834 as it passes model 


of 838. It will be observed that models 834 and 838 were 
very similar, the main difference being that one had a finer 
midship section than the other, but both of them were of the 
fine type. Models 858 and 866 were similar in coefficients, etc., 
but 858 was broad and shallow, while 866 was narrow and deep. 

The results obtained from the fine models were somewhat 
more consistent than those obtained from the full models, the 
latter being apparently more erratic. Broadly speaking, how- 
ever, the results are in general accord and appear to indicate 
that when one vessel overtakes another on a parallel line, quite 
close to the latter, the sequence of phenomena is about as 
follows: 

When the overtaking vessel just begins to overlap the 
other, there is little force acting. There appears to be a re- 
pulsion at both bow and stern, and, curiously enough, the 
repelling force upon the stern appears to be greater than that 
upon the bow. The resulting tendency is for the overtaking 
vessel to turn in toward the overtaken vessel. When partially 
overlapping, the tendency, as in the .6-Z position in Figs. 1 and 


AUGUST, 1909. 


ASTERN. 
8L 6b 4b 
866 
1.0 
i) 
AHEAD 
a4 ib 4L 6b 


FIG. 2.—FORCES UPON MODEL 858 WHEN PASSING MODEL 866. 


International Marine Engineering 317 


ABREAST. 


77 *.001 
.04 L APART 


61 


THE ARROWS SHOW DIRECTIONS, THE FIGURES THE AMOUNTS EXPRESSED AS FRACTIONS 


OF THE TOTAL RESISTANCE. 


2, is for the bow to be drawn in while the stern is still re- 
pelled. 

As the overtaking vessel continues to pull up, the suction at 
the bow becomes stronger, and the repulsion of the stern falls 
off, until, as they come abreast, there is a rapid change in the 
stern force, which shifts from repulsion to strong sucuon. 

As the overtaking vessel draws ahead, there is a reversal of 
conditions, the bow pull falling off rapidly and soon becoming 
a repulsion, while the stern pull becomes stronger, reaching its 
maximum when the center of the overtaking vessel is about 
two-tenths its length ahead the center of the overtaken vessel. 
It should be understood that the idea of the right-hand vessel 
overtaking the other is simply used for convenience in de- 


right-hand vessel would be the same whether overtaking or 
overtaken. 

The figures illustrate the difficulties which are known to 
exist in avoiding collisions after certain positions are reached. 
Thus in Fig. 1 consider the position where the overtaking 
vessel is .4-L astern. There is here a strong tendency to swing 
the bow in toward the other vessel and cant the stern out. If 
the rudder is put to starboard, with the idea of throwing the 
bow out, the result will be either a diminution of the force 
at the stern which is pulling the stern to starboard, or its 
reversal, there being substituted for it a force which will push 
the stern to port. If the force is not reversed there will still 
be the tendency to swing the bow closer to the overtaken 


scription. For given relative positions the forces upon the vessel. If the repulsive force is more than balanced we shall 

a= li I welts Hs hl een ee 

| | 

i. é 

: 2 

3 g 

e | ——— A EEE oF 
| 


2 


7 oS 
— 


FORCES, FORWARD AND AFT, ACTING UPON 
MODEL 834 WHEN PASSING MODEL 838 
EXER SED AS FRACTIONS OF THE TOTAL 

RESISTANCE . 
DISTANCE OF CENTER LINES APART = 3,90 FEET 


SCALE FOR FORCE IN UNITS OF RESISTANCE 


_| SPEED 2TO 3 KNOTS fT 


E 


- a | 
| 
B33 User 6 0eW aa 


CALE FOR FORCE IN UNITS OF RES! 


ATTRAOTION «— 


AY. RACTION 
n 


ASTERN 


i 
SCALE FOR POSITION IN FRACTIONS OF LENGTH 


| 2 3 4 5 6 


~i 
o 
7) 


i 


FIG. 3. 


318 


x 


have both at bow and stern forces pulling the vessel bodily 
to port, and probably this will be sufficiently great to bring the 
vessels together regardless of the rudder action. 

In the experiments the models were not allowed to obey the 
forces set up, being compelled to remain parallel to one 
another. In the case of a vessel actually overtaking another, 
the conditions would: be different, since the vessel would 
always respond to the forces corresponding to its position, 
unless neutralized by the action of the rudder. 

Fig. 2, showing the action upon model 858 when abreast of 
model 866 and at some distance from it, indicates that the 
forces involved fall off quite rapidly as the vessels get farther 
apart. The forces are, however, quite appreciable when the 
vessels are as much as one-third of their length apart. 

In considering the application of these results to cases 
arising in practice it has already been pointed out that in 
practice vessels approaching one another closely are usually 
in shallow channels, where the forces may be expected to be 
greater than in deep water. Another difference is the fact 
that actual vessels are self-propelled, and it is frequently sup- 
posed that the suction of the propeller has much to do with 
the phenomena produced. 

In this connection, however, it should be pointed out that we 
have some line upon what the suction of the propeller can do 
from our knowledge as to the thrust deduction on actual ves- 
sels. The thrust deduction of a vessel is srmply the suction 
of its own propeller upon the after part. Now, except for 
very full single-screw vessels, the thrust deduction will seldom 
amount to as much as 20 percent of the resistance. This being 
the case, considering Figs. 1, 2, 3 and 4, it is difficult to see how 
the suction of the propeller upon the vessel at an appreciable 


International Marine Engineering 


AUGUST, I909. 


The Canadian Government’s Unfortunate Experience with 
Acetylene Buoy Lighting. 

The illustrations show some of the difficulties recently en- 

countered by the Canadian Government in its endeavor to 

utilize acetylene gas for buoy lighting. Fig. 1 was taken after 


the explosion of a compressed acetylene gas buoy on a dock 
at Kingston, Ont. The steamer Scout was lying alongside the 


FIG. 1. 


dock, charging the buoys, when one already filled, without 
warning, exploded, killing four men. This accident cost the 
Canadian Government over $40,000. 


1 2 —_—- iPapeviere 2. 
W rm 
60 0% 
oz Zo 
i f3 
$0 |, +} 1.08 

+m 8 
© @ 
6 6 

: 0 
ei 

4 
30 > ——— Q 3 
= = 
Ww Ww 
& ; g 
° 2 

i 
: A 
4 1) a y 
$ FORCES, FORWARD AND AFT, ACTING UPON 8 

MODEL 858 WHEN PASSING MODEL 866 

z EXPRESSED AS FRACTIONS OF THE TOTAL A 

2 RESISTANCE iy 

6 DISTANCE OF CENTER LINES APART = 3.90 FEET 5 

t 2 SPEED 270 3 KNOTS 2 ¢ 

F F 

% ba 

——Se ae Se La 
t 9 cy 7 6 5 4 3 2 I () j 2 4 5 6 7 EY 9 1 
SCALE FOR POSITION IN FRACTIONS OF LENGTH 
ASTERN AHEAD 


FIG. 4. 


distance can be as much as 4 or 5 percent of the propeller 
thrust or the resistance, while the forces found from the bare 
model reactions are very much larger. This, of course, does 
not apply to the wash from the propeller, but the wash is re- 
stricted to a comparatively narrow belt immediately astern. 
and hence cannot be said to play an important part in suction 
phenomena. 

In conclusion, I desire to record that the experiments upon 
which this paper is based were carried out under the direct 
charge of Mr. L. F. Hewins, assisted by Mr. George Thorne, 
both of the model basin staff. 


FIG. 2. 


AUGUST, 1909. 


2 


Fig. 2 shows the steamer Pilot sunk by the explosion of a 
compressed acetylene buoy, which was being filled while in the 
water, from charged steel holders on the deck of a scow. One 
man lost his life in this accident, and the damages have not yet 
been assessed. The accident occurred near Parry Sound, Ont. 

Fig. 4 shows a Willson low-pressure gas buoy on the dock 
at Halifax, N. S. This buoy exploded while in tow of the 
Government steamer Lady Laurier. The buoy was towed over 


FIG. 3. 


on its side, and the action of water on the mass of carbide 
caused the accident. 

Frequent minor explosions have occurred with this type of 
buoy, and several men have been maimed and one recently 
killed in Quebec. It would appear necessary to utilize some 
safety devices if acetylene must be used. 


M 


International Marine Engineering 


Sug) 


THE 


RESISTANCE OF SOME FULL TYPES 
OF VESSELS.* 


BY PROF, HERBERT C. SADLER. 


It may be thought that vessels having a block coefficient of 
from .80 to .86 and a prismatic coefficient of from .83 to .89 do 
not offer much opportunity for appreciable variation of form 
under given conditions as to dimensions. It may also be ques- 
tioned if such changes as are possible will produce a marked 
effect upon the resistance or indicated horsepower, because, 
at the speeds common in vessels of this type, the surface 
friction represents the principal part of the resistance. The 
problem, in a somewhat different form, is constantly arising 
in practice, and is generally one where additional carrying 
capacity is required upon limited dimensions without appre- 
ciable addition to the horsepower, the speed remaining con- 
stant. Although the subject has not been investigated to its 


* Read before the American Society of Naval Architects and Marine 
Engineers, June, 1909. 


eons A 


ean 


"mgt 


Mooer 8. 


1 


x 
au 


1, 3 AND 


FIGS. 


5.—CURVES OF SECTIONAL AREAS OF MODELS A, B AND F8. 


320 


International Marine Engineering 


AUGUST, 1909. 


fullest extent, the results given below show the possibilities of 
improvement in the form of vessels of this type, and also give 
a certain amount of data which may be useful. 

Figs. 1 and ta show the curves of sectional areas and the 
body plan of a wide and shallow type with the following co- 
efficients : 


iE 

—.. 4.35 4.35 4.35 
B 

B 

—.. 6.17 4.625 3.7 
d 

Block coeficient....... .822 845 . 858 
Prismatic coefficient.............. 839 .858 .870 
Midship-section coefficient................ .98 * 985 986 


The model was tried at three drafts, and the curves of 
residuary resistance per ton of displacement are shown in 
Fig. 2. At the deepest draft the counter was partially im- 
mersed in still water, but as this also happened at the lesser 


FIG. la.—MODEL A. 


drafts when the model attained moderate speeds, the condi- 
tions are practically similar. Time did not permit any modifi- 
cations in this form, which, as will be seen, is of a ship-shape 
character; but, in all probability, as good, if not better, results 
might have been obtained by adopting a more typical “scow” 
form, especially at the speeds usual for this type. 

The body plans and sectional area curves of the next series 
to which attention is called are shown on Figs. 3 and 3a. In 
this series certain modifications of form were made which 
consisted mainly in fining the lower part of the sections at 
some distance from the bow, and also easing the form where 
the fore body joined the parallel midship body. The displace- 
ment, therefore, varies for each modification, as shown in the 
following table: 


I 10, Ill 
= = | 
IL 
Se hi roe act kate 5.81 5.81 5.81 
B 
B 
=, 3.0 3.0 3.0 
d 
Block coefficient... .. 814 . 804 . 782 
Ibrismaticicociicicn CEE EEE herrea 831 821 798 
Midship-section coefficient . . .980 .980 . 980 


The curves of residuary resistance are shown in Fig. 4. 
The effect of even a slight modification of form is seen by 
comparing curves 1 and 2. For a reduction of displacement 
of 1.25 percent there is a corresponding reduction of about 
IO percent in residuary resistance at speed-length ratios of 
between .60 and .7o. In the case of a 300-foot ship this would 
mean a reduction of about 100 indicated horsepower, at a speed 
of nearly 10.5 knots. The effect of a still further reduction is 
seen by comparing curves 1 and 3, and in this case the saving 
would amount to nearly 300 indicated horsepower at the above 
speed. In both the above cases it should be remembered that, 
although the displacement is decreased, there is a correspond- 


ing decrease in weight of machinery and coal, and the balance, 
from a commercial standpoint, might sometimes be in favor 
of the finer vessel. 
Attention is also called to the fact that, although the re- 
siduary resistance per ton of displacement shows somewhat 
smal]l differences, the displacement also decreases, and hence 


yw & 8 

VE 

FIG. 2.—MODEL A. 

the reduction is greater than appears from the curves. The 
wetted surface also is slightly decreased. 

The next series represents a narrower type and one ap- 
proaching more nearly the ordinary lake freighter. The body 
plan and sectional area curves are shown in Figs. 5 and 5a. 
The particulars of the model are as follows: 


— 8. —— = 2.743) 
B. d 


Block coefficient = .855. 
Prismatic coefficient = .869. | 
Midship-section coefficient = .984. 


The forms 1B.1S and 2B.2S are taken from the paper read 
last year, and call for no further comment. They are added 


FIG. 3a.—MODEL B. 


for the sake of comparison, with further modifications of the 
better of the two forms, viz.: 2B.2S. 

The modifications in general are shown by the hatched por- 
tions on the body plan. First. The lower parts of the bow 
sections were reduced. Second. The same thing was done 
with the after sections. Third. The amount cut from below 
was added to the upper part of the bow sections, thus bringing 


AUGUST, 1909. 


International Marine Engineering 


321 


rie) 4, 


the fore body back to the original displacement. Fourth. The 
same thing was done with the stern sections. In this case the 
-maximum reduction in displacement, when both bow and stern 
sections were reduced, amounted to about .64 percent of the 
total displacement, and in the final modifications (4) the dis- 
placement is the same as the original. ? 

The results of the various modifications are shown in Fig. 
6, and marked m1, m2, m3, m4. Cutting away the lower part 
of the bow sections made a considerable reduction in re- 
sistance, and a similar effect was obtained with the modified 
stern. When the bow sections were brought back to their 
criginal areas by adding area above, little or no difference was 
detected in the residuary resistance per ton of displacement. 
With the sectional area finally the same as the original 2B.2S, 
but with the sections of the vessels modified by cutting away 


the lower part and filling out above, the residuary resistance 
was slightly increased, as shown in curve m4. A comparison 
of this curve with the original shows a considerable saving, 
while compared with the form 1B.1S, the residuary resistance 
has been reduced nearly 50 percent. 


FIG. 6.—MODEL F8, 


As a matter of interest, curves of residuary resistance have 
been added for shallow water. A complete series at varying 
depths is under investigation for this and other types, but is 
not yet completed. The two curves given correspond in depth 
of water 1.166 and 1.5 times the draft of the vessel. In the 
shallow water the model was run until it touched bottom, and 
in the deeper water until the resistance increased abnormally. 
The rapid rise in residuary resistance is most marked. 

In conclusion, it may be observed that even in full slow- 
speed vessels it is possible to effect a saving in power by 
proper adjustment of form to the conditions demanded. An 
analysis of the above results indicates that it is advantageous 
to keep the waterline of vessels of this type rather full at 
both ends, and to have the waterline near the bilge as easy 
as possible. In other words, easy buttocks at each end appear 
to give better results than those of a somewhat full form 
below and fine above. 


The Car=Ferry Michigan Damaged by Collision. 


The Canadian Pacific car ferry Michigan, carrying a freight 
train across the Detroit River from. the Windsor terminals to 
the railroad yards on the Detroit side, was struck recently, and 
her superstructure on the starboard side partially demolished, 
by the large steel freighter James P. Walsh. The Walsh, 
which is 489 feet long, was loaded with coal and upward 
bound. The Miciigan is of the paddle-wheel type, and her 
starboard wheel, by taking the brunt of the collision, saved 


EFFECT OF BROADSIDE COLLISION ON CAR-FERRY MICHIGAN. 


the steel hull from being pierced by the sharp brow of the 
freighter. 

The blades of the wheel, which at the time of the shock 
were on the afterside and moving upwards, were demolished, 
and the shaft displaced. The deck above projected out over 
the hull, and the resistance offered by it to the destructive 
force of the collision prevented the hull from being damaged. 

Immediately after they came together the Walsh backed 
away and stood by, while the Michigan, with her engines 
disabled, drifted down stream. Aided by two tugs and a stiff 
up-stream wind, the tugs worked the ferry back to the 
Canadian side and docked her. The Walsh, showing but little 
damage, crossed the river for examination. The examination 
showed the freighter to be sound and practically uninjured. 
Since all the damage to the Michigan was above the water- 
line and the hull sound she did not require docking for 
repairs. 


k International Marine Engineering 


AUGUST, 1909. 


Published Monthly at 
17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 
H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 


Branch Philadelphia, Machinery Dept., The Bourse, S. W. ANNESs. 
Offices Boston, 170 Summer St, S. I. CarPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 


INTERNATIONAL MARINE ENGINEERING is registered in the United States 
Patent Office. 


Copyright in Great Britain, entered at Stationers’ Hall, London. 


Circulation Statement. 

We pride ourselves on the quality of the paid circulation of INTER- 
NATIONAL MARINE ENGINEERING, as it includes the world’s leading naval 
architects, marine engineers, shipbuilders, yacht owners, experts in the 
navies of all the great nations, chief engineers in all merchant marines, 
etc. In quantity we guarantee our paid circulation to exceed that of 
all other publications in the world devoted to engineering in the marine 
field. Our subscription lists are always open for inspection. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
fs to be submitted, copy must be in our hands not later than the 1oth of 
the month. 


Hudson=Fulton Memorial Issue. 


The September number of INTERNATIONAL MARINE 
ENGINEERING will be a special historical number in 
commemoration of the tercentenary of the discovery 
of the Hudson River and the centenary of the first 
The entire 
number will be devoted to a complete history of naval 
architecture and marine engineering, from the earliest 
types of boats of which there is any record down to 
the present-day steam and sailing vessels. 


navigation of the river by steamboat. 


It is our 
aim to make this issue a standard historical work, 
covering the subject in a complete and exhaustive 
manner. For this reason most of the regular matter 
will be omitted from this issue and the next install- 
ment of all continued articles will appear in October. 


Practical Results with a Marine Producer-Gas Plant. 


We have frequently referred in these columns to 
the desirability of using producer-gas power for small 
marine installations and as auxiliary power in large 
sailing vessels. This form of power is now well beyond 
the experimental stage, and sufficient data from actual 
plants are at hand to give a basis of sound judgment 
as to its economy and reliability. It cannot be claimed 
that producer gas is today available for vessels requir- 
ing large power simply because the largest marine gas 
engine which has so far been built is of only about 500 
horsepower. The possibilities in this direction, how- 
ever, are boundless, and we feel confident that rapid 
strides will be made in the near future in the develop- 
ment of large-sized gas engines suitable for marine 
work. 

Considering only the installations which are prac- 
tically available to-day, we find producer gas in ex- 
tensive use in Germany and Holland on barges, canal 
‘oats, and small vessels plying on the rivers and lakes. 
These boats are all well beyond the experimental stage 
and are mostly of small horsepower. Development 
in this direction in England and the United States 
has been limited practically to manufacturers’ tests 
and some experiments by the Admiralty. A few 
months ago, however, the publisher of this journal 
brought out the 4o-foot motor boat Marenging 
equipped with a producer-gas plant for the purposes 
of independent experimental investigation. Some of 
the more important results obtained with this plant 
and the conclusions to be drawn from them appear 
elsewhere in this issue. 

Perhaps the two most important things which have 
been proved by experience with this plant are the re- 
liability and economy of marine producer-gas installa- 
tions. At no time has there been any evidence of un- 
expected breakdowns or serious trouble with any part 
of the plant. It has proved to be even more reliable 
than a first-class steam plant or a well-designed oil 
engine. More power might have been obtained iE 
had been possible to get better compression in the 
engine. While this is in no sense a reflection on the 
design of the engine, which was originally intended 
for gasoline (petrol), yet it shows that some care 
must be used in the adaptation of the engine to get 
the best results from producer gas. As to economy, 
an average of slightly over one pound of coal per 
horsepower per hour must be considered a remarkable 
performance for a marine power plant. With a larger 
plant it is probable that even better results could be 
obtained. As compared with a gasoline (petrol) en- 
gine there is a saving of between 80 and 90 percent in 
the cost of operation, and as compared with a steam 
power plant a saving of between 25 and 50 percent. 

Coupled with this remarkable economy and relia- 
bility, such a plant presents a number of other striking 


advantages. It is easy to operate and plants of large 


AUGUST, 1909. 


size would require only a comparatively small force of 
attendants. Suitable fuel is readily available at any 
port, and there is absolutely no danger of explosions 
from the presence of gas leakage, fires or similar mis- 
haps. Fresh water is not required for the operation 
of the producer, and a marked saving in the weight 
and space occupied by the entire installation can be ob- 
tained as compared with a steam plant of the same 
size. Taking everything into consideration, this plant 
has demonstrated, to the satisfaction of the owner and 
many naval architects and marine engineers who have 
observed its performance, the great value of this form 
of propulsion. 


Further Scout Cruiser Trials. 

A recent voyage of the three United States scout 
cruisers Chester, Birmingham and Salem from Ma- 
deira to Boston, at cruising speed, has given an op- 
portunity for further comparison of the performance 
of these three vessels. It will be recalled that the 
hulls of all three ships are identical, but the type of 
power plant is different in each case. The Birmingham 
is driven by twin screws, with reciprocating engines; 
the Salem by twin screws with Curtis turbines, and the 
Chester by four screws, with Parsons turbines. The 
designed horsepower in each case was 16,000. The 
daily coal reports of the three vessels on the run from 
Madeira to Boston were as follows: 


Average Speed, Toms ot Coel_—— 


Date. Knots. Salem. Chester. Birmigham. 
VEHME AB occcoo UHRA 84 i10 03 
JED ABrscocoo UR 92 101 104 
VPN APcoccoo UAES 96 137 III 
JED Arooccce UR 94 144 III 
WemMe Ars cosce 13.1 G5 137 113 

TOS 20 0 461 629 532 
Daily average. 13.48 92 126 106 


During this run the Salem showed by far the best 
economy in coal consumption, averaging 14.2 tons of 
coal less than the Birmingham daily and 33.6 tons less 
than the Chester. The propellers of all three ships had 
been cleaned before starting and all ships had been 
out of dock for the same length of time. It is prob- 
able, however, that the Birmingham and Chester were 
a little more foul than the Salem, as they had been 
lying in tropical waters for some time. Each vessel 
was supplied with practically the same quality of coal 
and, of course, the weather conditions were identical. 
All the conditions, in fact, were apparently favorable 
for a competitive trial of the three vessels, and it was 
to be expected that the results of the voyage would 
show in some measure the relative merits of the three 
modes of propulsion. 

The results, however, in the light of the previous 
competitive trials of these vessels, were surprising. 
The coal consumption ofthe Salem practically agreed 


International Marine Engineering 


with the results obtained on the recent competitive 
trials when she was outdone in both these respects by 
the other two ships. It will be remembered that dur- 
ing the competitive trials it was found that the Salem’s 
starboard turbine was damaged, and since this has 
subsequently been overhauled it was to be expected 
that the ship would show slightly better results in coal 
consumption. More surprising than its failure to do 
this, however, is the fact that both the Chester and 
Birmingham showed a marked decrease in economy 
as compared with their previous official and competi- 
tive trials. Both ships were making revolutions corre- 
sponding to about 15 knots speed on the standardiza- 
tion curves, whereas the actual average speed of the 
vessels was 13.48 knots. By reference to page 389 of 
the September, 1908, issue of INTERNATIONAL MARINE 
ENGINEERING, it will be seen that on the standardiza- 
tion runs at 15 knots the Birmingham burned 73 tons 
of coal and the Chester 85. The power required and 
the steam used for this number of revolutions might 
be expected to be slightly more in this case than shown 
on the standardization curves, but the increase in coal 
consumption for the revolutions corresponding to 15 
knots is, however, abnormal. Whether this was due 
entirely to the foul condition of the bottoms of the 
vessels or whether it was due to poor condition of the 
machinery is necessarily a matter of conjecture in 
view of the lack of more detailed information. 

One thing is apparent, however, and that is that so 
far the comparative trials of these three vessels have 
been disappointing and they have failed to establish, 
with the desired certainty, which type of machinery is 
best adapted for marine propulsion. It is to be hoped 
that before long more satisfactory results will be ob- 
tained with these vessels. 


Indicators. 

A great many books have been published on the 
subject of the steam-engine indicator, and as this in- 
strument was invented almost as long ago as the steam 
engine itself, it would hardly seem that there is much 
that is new to be said regarding the subject. If every 
marine engineer were thoroughly conversant with the 
volumes which have been published on indicators we 
would, indeed, have little excuse for again bringing up 
the subject, but there is ample evidence to show that 
the average marine engineer still has much to learn 
about this important instrument. We, therefore, in- 
vite attention to a valuable series of articles dealing 
with the practical use of the marine steam-engine in- 
dicator, publication of which was begun in our July 
The indicator is not, and never can be, a per- 
fect instrument, but in the hands of an expert it can 
produce results with a very good degree of precision. 
Unless one understands thoroughly, however, the 
limitations of the indicator he is apt to fall into very 
serious errors of judgment. 


issue. 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 


the United States navy: = 
BATTLESHIPS. 
¢ Tons. Knots. ; yeas Tl, July Te 
S. Carolina.. 16,000 18% Wm. Cramp & Sons......... 2.3 94.6 
Michigan ... 16,000 18% New York Shipbuilding Co.. ast 98.3 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 82.4 86.9 
North Dakota 20,000 21 Fore River Shipbuilding Co.. 84.8 87. 
Florida .... 20,000 2034 Navy Yard, New York....... 16.4 19.9 
Utah ....... 20,000 2034 New York Shipbuilding Co... 20.0 26.8 
TORPEDO-BOAT DESTROYERS. 
Smitheyeerer 700 28 Wm. Cramp & Sons......... 88.4 94.6 
Lamson .... 700 28 Wm. Cramp & Sons......... 80.5 84.9 
Preston .... 700 28 New York Shipbuilding Co.. 77.4 82.2 
Flusser ..... 700 28 Bathwlron Works eeeiieceiels 74.0 83.6 
Reidiernnea: 700 28 BathylronmWorks emilee 73.0 79.8 
Paulding ... WED PEA lin Ibxoa VV gooaccou00 14.2 17.6 
Drayton .... 742 29% Bath Iron Works ........... 14.2 17.6 
Roemer 742 29% Newp’t News Shipbuilding Co. 46.7 51.6 
INSERT coooco 742 29% Newp’t News Shipbuilding Co. 41.0 47.6 
Perkins .... 742 291%4 Fore River Shipbuilding Co.. 28.3 37.9 
Sterrett ..... 742 2914 Fore River Shipbuilding Co.. 28.3 35.8 
IMc@alleea 742 2914 New York Shipbuilding Co.. 13.1 W7/i 
Burrows .... 742 291%4 New York Shipbuilding Co.. 12.8 16.7 
Warrington.. 742 2934 Wm. Cramp & Sons......... 19.6 23.9 
Mayrant .... 742 291%4 Wm. Cramp & Sons......... 23.4 30.0 
SUBMARINE TORPEDO BOATS. 
Stingray .... Fore River Shipbuilding Co.. 91.7 94.3 
arpon Fore River Shipbuilding Co.. 91.7 94.3 
Bonita Fore River Shipbuilding Co. .85.2 87.3 
Snapper Fore River Shipbuilding Co...84.9 87.1 
Narwhal Fore River Shipbuilding Co.. 91.6 93.7 
Srayling Fore River Shipbuilding Co.. 88.8 90.1 
Salmon Fore River Shipbuilding Co.. 81.0 81.1 
Al Goa0006 Job. bod Newp’t News Shipbuilding Co. 18.0 20.4 
IPA RIT) cooooocD0900000000 Ane Wile COooococ0c000000 0.0 3.1 
SUI Goooosogod0aoa0D0000 Aare Wiersma COocccc00c0000800 0.0 3.2 


ENGINEERING SPECIALTIES. 


The Terry Steam Turbine. 


The designer of the Terry steam turbine, which is manu- 
factured DY the Terry Steam Turbine Company, Hartford, 
Conn., and N 
tures: first, to produce an efficient, small, low-speed machine, 
and, second, to make one of the very simplest design. The 
unusual low speed of the Terry turbine permits direct connec- 


= 
it 


FIG 1. 


tion without the attendant troubles, at the same time elimi- 
nating gears, while simplicity means successful operation and 
but few parts, all easy to inspect 

The turbine is of the compound velocity stage impulse 
type; that is, the steam is practically wholly expanded in a 
correctly-formed jet or nozzle, wherein the static pressure of 
the steam is converted into velocity energy. This energy is 
delivered to the wheel as useful work in the following man- 
ner: The wheel is fitted with semi-circular buckets. The 


International Marine Engineering 


Yew York City, had in mind two essential fea- | 


AUGUST, 1909. 


steam escaping from the jet strikes one side of this bucket, 
and is reversed in direction, leaving the opposite side of the 
same bucket; then it enters the first stationary bucket or re- 
versing chamber. This chamber redirects the steam back 
again into another bucket of the same wheel at a point ad- 
jacent to the jet. This operation is repeated as many times 
as necessary for the complete utilization of all the available 
energy in the steam, its velocity being extracted successively 
in each reversal or stage. As the flow of steam into and 


FIG. 2. 


from the buckets is at all times in a plane normal to the shaft, 
there is, therefore, no thrust regardless of initial pressure or 
vacuum. Increased power for a wheel of a given diameter is 
obtained by fitting additional jets and reversing chambers in 
the casing, each jet, of course, being supplied with live steam. 
When partial load is to be carried one or more of these jets 
may be turned off by hand-operated valves to give full-load 
efficiency. Thus all the advantages due to the increased 
economy of the multiple-wheel turbine are obtained, with the 
obvious mechanical advantages of the single-wheel turbine. 
Furthermore, as the steam is expanded in the nozzle the tur- 
bine casing and wheel are not subjected to high pressures or 
superheat, such as are effectively employed to improve the 
efficiency, but only to those corresponding to the exhaust 
pressure. Thus radiation losses are reduced to a minimum. 
The casing and bearings are parted horizontally, so that 
by lifting the covers the entire turbine is open for inspection. 
The wheel and shaft are of steel, perfectly balanced and 
tested to safely withstand a speed 50 percent above rating. 
Clearances between the wheel and reversing chambers are 
ample. Because of the low temperature of the jet of steam, 
there is but slight difference between the clearance when the 


AUGUST, 1909. 


turbine is cold or when it is running. The stuffing-boxes in 
the casing are of special construction, with ground metal 
seats, allowing free movement of the shaft while maintaining 
a tight joint without the use of soft packing. The governor 
is of the fly-ball type, mounted directly on the turbine shaft, 
controlling a specially-constructed miter throttle valve. As 
no gearing is employed the necessity of an emergency gov- 
ernor is so slight that none is fitted in the standard design. 
Furthermore, should the main governor spring break the 
governor valve would instantly close. A maximum speed 
variation of 2 percent is guaranteed when desired. Ring lub- 
rication is employed for all main bearings. The small load 
on the bearings, due to the light weight of rotor, and the slow 
surface speed, due to the low speed of revolutions, bring these 
bearings well within the safe limits for ring oil bearings. The 
bearings are supported by brackets from the turbine casing. 
In the smaller sizes they are made in one piece of best grade 
phosphor bronze, while in the large sizes they have a bearing 
shell lined with Babbitt metal. 

For condensing service the two-stage turbine is used for all 
except the smaller sizes, where the single stage is supplied. 
After the steam is passed through the high-pressure stage it 
enters the second stage through nozzles and reversing cham- 
bers, arranged similarly to those in the first stage. As illus- 
trated in the sectional view, the distance between the bearings 
of this turbine is so small that troubles, due to whipping of 
shaft, etc., are negligible. ~ 

This turbine has been extensively used on battleships, de- 
stroyers, yachts and merchant vessels for driving centrifugal 
pumps for boiler feed or circulating service, for forced draft 
fans and for generators. Low-pressure turbines to utilize the 
exhaust steam from non-condensing engines may also be 
effectively installed. 


A Coil Clutch for a Marine Reversing Gear. 


The Coil Clutch Company, Ltd., Johnstone, Scotland, has 
for many years been manufacturing coil clutches capable of 
transmitting large powers, and recently a clutch for reversing 
propellers has been developed on the same principles. The 
principle of the coil clutch is the same as that of an ordinary 
capstan, where, after a sufficient number of turns of rope is 
taken around the capstan, the friction becomes great enough 
for the rope to grip; similarly in the coil clutch a mild steel 
coil, the interior circumference of which is turned smooth 


and highly polished, is fitted over a chilled, cast iron drum, 
the surface of which is also ground to a polish. One end of 
the coil is always fixed to the driving plate, while the other end 
is free to move. Winding up the coil slightly decreases its 
internal diameter, causing it to grip the drum and transmitting 
the power through it. The illustration shows a diagrammatic 
sketch of the marine reversing gear. C and C” are the clutch 
and gear cases containing lubrication; D is a combined ball- 
bearing and thrust block, while S$ is the driving shaft carrying 
the propeller. The gear is always in mesh, and only comes 
into action when the propeller is reversed, consequently this 
clutch is perfectly silent when running ahead, and it is claimed 
that it is almost noiseless when going astern. There is one 


International Marine Engineering 325 


positive speed ahead and astern, both controlled by the hand- 
wheel a. These reversing clutches for marine work are now 
being manufactured in sizes up to 500 horsepower, although 
similar clutches for controlling armor-plate rolling mills have 
been built transmitting as high as 6,000 horsepower. 


An Adjustable Protective Lubricating Box for 
Propeller Tail=Shafts, 


The ordinary water-lubricated stern-tube bearings, such as 
are generally used on steamships, have many disadvantages 
which might be overcome. In the first place, the lubrication 
of both bearings in the stern tube is poor. Water and in- 
jurious matter are likely to destroy the stern tube. Costly brass 
sleeves and lignum vite bearings are necessary, and galvanic 
action is usually fairly active, tending to destroy the bearings. 
An adjustable protective lubricating box is being manufac- 
tured by F. R. Cedervall & Soner, Goteborg, Sweden, which is 
designed to overcome these disadvantages. The device con- 
sists of a protective lubricating box, placed between the for- 
ward face of the propeller boss or hub and the after face of 


the stern tube. 
from damage. 


A guard ring encircles the box to protect it 
The box itself is attached to the forward face 
of the propeller hub, and turns with it, so the forward face of 
the box is pressed outward and against a prepared surface at 
the after end of the stern tube by spiral springs, as shown in 


the illustration. This makes a water-tight joint, preventing 
the entry of water into the stern tube, and, if desired, a pres- 
sure of oil may be maintained inside the tube that will exceed 
the external pressure due to the water, so that the oil will tend 
to work outward, lubricating the surfaces on its way. This 
apparatus obviates the necessity of expensive casings and 
bearings, as a plain cast iron tube is all that is required. Since 
dirt, sand, grit and water cannot get into the box, and since 
the bearings are thoroughly lubricated. a marked increase in 
the life and efficiency of the stern bearings is claimed. 


Cane Furniture for Ships. 


Substantial cane furniture offers many advantages for snip 
use. The older cane goods were so carelessly and flimsily 
made, with tacked-on plaits and borders, that continual 
trouble was experienced by users from torn clothes and un- 
wrapping, as well as the unpleasant squeaking and general 
unsubstantial nature of the article. Dryad furniture, which is 
manufactured by Harry H. Peach, Leicester, by a skilfull 
adaption of bend wood and a soundly-constructed frame, is a 
furniture which will stand an enormous amount of rough 
usage, while the close weaving, careful finish, avoiding all 
tacked-on or plaited work, together with a careful shaping, 
give a comfort only comparable with upholstered goods. The 
fact that natural pulp can can be easily washed is a great 
advantage, on the score of cleanliness and the lightness of 
cane, as compared with the clumsier wooden upholstered 
furniture, while practically the same comfort is given, is a 
great advantage for ship use. In design Dryad furniture is 
particularly pleasing, being based on sound construction and 
careful study of the best old English furniture. 


326 


The Bliss Steam Turbine. 


The E. W. Bliss Company, Brooklyn, N. Y., have just placed 
on the market a new steam turbine, which has been designed 
to meet the weaknesses of the various other turbines on the 
market and to take advantage of their strong features. In 
particular, structural strength has been sought, and the manu- 
facturers claim to have developed a machine in which there 
is practically no danger of destroying vanes or guide blades. 

The casing is of cast iron, having the steam chest carried 
concentrically around its outside and delivering the steam 
radially inward to each of the nozzles. This construction 
maintains an even temperature all around the circumference 


and also does. away with the necessity of having to bring any 
of the steam outside of the casing and then back into it again, 
as is necessary in some types of turbines. © 

The rotor or turbine wheel is made of one solid piece of 
open-hearth steel, which has the bucket seats milled into the 
periphery, making a very substantial construction. The 
buckets are separated from each other by sheets of a special 
anti-corrosive metal, which are held in place by three steel 


bands shrunk on over the periphery. This method of con- 
struction makes a solid, unbroken surface on the periphery of 
the wheel, with no projecting parts, yet the wheel is as in- 
destructible as if no separating pieces were used, while at the 
same time a new wheel would not be required in case of any 
trivial accident, like the damaging of a single bucket in trans- 
portation or handling. The running clearance is 1/16 inch, 
so that the machine cannot be considered delicate in this par- 
ticular, and even 1f the turbine wheel should touch the casing, 
it would be a case of two smooth surfaces rubbing together, 
causing no damage. 

The steam is expanded completely in the nozzles, so that 
there is no difference in pressure between the buckets in the 
wheel and the reversing chamber, and consequently no loss 
from leakage. The reversing chamber is common for all re- 
versals, so that the steam runs on a film of steam instead of 


International Marine Engineering 


AUGUST, 1909. 


on metal, which greatly reduces the frictional losses, as the 
relative difference in velocity of each layer of steam with 
respect to the next is very small; whereas with separate 
reversing chambers the steam velocity relative to the metal 
is exceedingly high, and therefore causes large frictional 
losses, as the friction is very nearly proportional to the square 
of the relative velocities. The number of times which the 
steam is used on the wheel depends upon the steam pressure 
and the speed of the buckets, and in this nozzle the steam con- 
tinues to strike the wheel as long as there is any energy in it, 
and not a fixed, definite number of times, irrespective of 
steam pressure and speed, as is the case in other turbines. 

The packing around the shaft is a steel labyrinth packing, 
in which there is no contact between the stationary and ro- 
tating rings of the labyrinth. The packing prevents frictional 
losses, and does away with the trouble attendant with carbon 
packings or stuffing-box packings around a high-speed shaft. 

The governor is of the centrifugal type, controlling a bal- 
anced governor valve through knife-edge connections. In 
addition to the main governor there is an independent emer- 
gency governor, set at a predetermined speed above normal, 
and operating a separate valve. Under the same conditions of 
steam pressure, back pressure and speed, the primary losses 
in efficiency in any turbine are caused by steam friction and 
leakage. In the “Bliss” turbine, as the steam is expanded 
down to the back pressure in the nozzle, there is no difference 
in pressure between any part of the wheel and the reversing 
chambers, which makes it possible to run with a very large 
clearance and still have no loss. 


TECHNICAL PUBLICATIONS. 


Reed’s Engineer’s Hand-Book. By W. H. Thorn & Son. 
Size, 5% by 8% inches. Pages, 798. Illustrations, 409. Plates, 
37. Sunderland, t9090: Thomas Reed & Company, Ltd. Price, 
14/— net. 

This is the nineteenth edition of a hand-book which has 
long been considered by engineers all over the world as an 
authority on practical marine engineering. The book was 
written primarily to supply the necessary information to 
enable an engineer to pass the British Board of Trade ex- 
aminations for first and second class engineers. Besides the 
part of the book dealing directly with questions asked in the 
Board of Trade examinations, 310 elementary questions are 
asked and brief answers given. Needless to say, the book is 
complete and extremely practical. 

It is divided into five parts, exclusive of the elementary 
questions and answers. Part I., Arithmetic; Part II., Men- 
suration; Part III., Arithmetic of Marine Engineering; Part 
IV., Miscellaneous; Part V., Verbal Examination Questions, 
etc. Parts I. and IJ. have not been materially changed in the 
present edition, but Part III. has been entirely rewritten, 
the examples agreeing exactly with the questions in the 
Arithmetical Papers. The questions are worked up in such a 
way that by their solution a student arrives not only at the 
correct result but also learns the principles and methods in- 
volved. Part IV. is an entirely new feature, in which various 
subjects, such as turbines, oil motors, electricity, scale forma- 
tion, indicator diagrams, slide valves, safety valves, boiler 
rules and the like are taken up. This is practically a detailed 
exposition of the subjects brought up in Part V., which is 
illustrative of the verbal and written part of the Board of 
Trade examinations. 

By no means the least valuable part of the book is the col- 
lection of plates, including all the drawings required by can- 
didates for first class certificates. These drawings are in large 
sizes, carefully worked up and well dimensioned. A small 
pamphlet, giving a complete explanation of these drawings, 
accompanies the plates. 


AUGUST, I909. 


International Marine Engineering 327 


The Great Lakes and the Vessels that Plough Them. 


By James Oliver Curwood. Size, 6% by 9% inches. Pages, 
221. Illustrations, 72. New York and London, 1909: G. P. 


Putnam’s Sons. Price, $3.50 net. 

Few people until actually confronted by statistics and facts 
realize the immensity of the commerce carried on by the 
large fleets of steamers on the Great Lakes of North America, 
nor is it frequently realized how vast the shipping industry on 
the Lakes really is compared with the shipping industry on the 
coast. Facts and figures are brought out in this book to show 
the immense growth and importance of Lake shipping and 
Lake commerce. The book is not a mere collection of statis- 
tics, however, but an absorbing tale of human interest cen- 
tered about great industries and great enterprises. Romance 
and tragedy have played their parts in the thrilling lives of 
the men who have built up the country about the Great 
Lakes, and probably nowhere in the world’s history can a 
people more romantic and picturesque be found. ‘Their his- 
tory is a record of human achievement which it will well 
repay any one to study. 


The Marine Steam Turbine. By J. W. Sothern. Size, 6 
by 9 inches. Pages, 337. Numerous illustrations. London, 
1909: Crosby, Lockwood & Son. Price, $5.00 and 12/6 net. 

The first two editions of this book quickly gained a well- 
deserved popularity solely through their merit. The present 
volume, which is the third edition, although following the 
previous editions within a very short time, includes much new 
material, simply from the fact that recent rapid strides in the 
use of marine steam turbines have produced a considerable 
amount of data covering the performance and operation of 
various types of turbines. The descriptions of the various 
types of turbines and of the methods employed in workshops 
in building the turbines are the most practical and useful 
which we have seen. The great number of photographs and 
drawings which accompany the chapter containing data from 
actual practice are very valuable, and this part of the book 
undoubtedly forms the most comprehensive and reliable mass 
of marine turbine data yet published. What seems to be 
lacking in this, as well as in almost every other book on the 
marine steam turbine, is comprehensive information regard- 
ing the practical operation of turbines, such information as 
would be of use to the marine engineer, upon whom falls the 
duty of operating such plants. 

Tables and Diagrams of the Thermal Properties of Sat- 
urated and Superheated Steam. By Lionel S. Marks, M. M. 
E., and Harvey N. Davis, Ph. D. Size, 6% by 9 inches. Pages, 
106. Figures 8. New York, 1909: Longmans, Green & Com- 
pany. Price, $1.00 net. 

Recent investigations by Dieterici, Griffiths, Henning and 
Joly give a trustworthy set of new values for the total heat 
of dry steam at pressures below atmospheric pressure, while 
the method recently elaborated by Dr. Davis, when applied 
to the throttling experiments of Grindley, Peake and Griess- 
man, give remarkably accordant determinations at pres- 
sures above atmospheric pressure. The steam tables have, 
therefore, been recomputed, based upon these new properties, 
that are probably correct to one-tenth of 1 percent within the 
range of steam pressures usual in engineering practice. Sup- 
plementary tables extend the superheated steam table to very 
high temperatures and give the properties of water, metric 
conversion factors, Naperian logarithms and other quanti- 
ties. Two large supplementary diagrams are also provided, 
which can be used instead of the tables if it is desired to 
facilitate certain computations. 


The McGraw-Hill Book Department. 


The announcement is made that the book departments of 
the Hill Publishing Company and McGraw Publishing Com- 


pany have been consolidated under the name of the McGraw- 
Hill Book Department, at 239 West Thirty-ninth street, New 
York. The new company has taken over all the books issued 
by both companies, embracing 250 titles, including works on 
electricity, mining, metallurgy, machinery and civil and me- 
chanical engineering. The officers of the new company are: 
John A. Hill, president; James H. McGraw, vice-president ; 
Edward Caldwell, treasurer, and Martin M. Foss, secretary. 


Obituary. 


A. Bradshaw Holmes, secretary and treasurer of the Inde- 
pendent Pneumatic Tool Company and Aurora Automatic 
Machinery Company, Chicago, IIl., died on June 30, 1909, from 
injuries sustained by an accidental fall. He was 31 years of 
age, and had long been identified with the pneumatic tool 
business, having been connected with the Standard Pneumatic 
Tool Company and the Rand Drill Company for a number 
of years prior to his connection with the Independent Pneu- 
matic Tool Company. 


COMMUNICATION. 


Regarding Producer = Gas Boats. 


Editor INTERNATIONAL MARINE ENGINEERING: 


Permit me to correct a statement made in the June issue of 
INTERNATIONAL MARINE ENGINEERING. On page 208 I read: 
“Two years ago less than 300 horsepower was being de- 
veloped by marine producer-gas plants; these were experi- 
mental in nature and were of the German Capitaine type.” 
Now, I personally know of fifteen marine producer-gas in- 
stallations, delivered between 1902 and 1907, which were 
neither experimental nor influenced in any way by Capitaine. 
A partial list of these installations follows: 


Dimensions. 

Ship. Feet. Tons BHP Knots. Date. 
Auguste Elise. . 80x17. x4. 90 21.5 4.3 1902 
von der Feltz... 80x15. 3x4.7 120 21.5 4.6 1903 
Appingadam... 80x15.3 x5.3 117 21.5 4.55 1903 
Ziegelwerk I... 61x13.9 x3.10 45 16 4.9 1904 
Ziegelwerk II... 61x 13.9 x3.10 45 16 4.95 1904 
Onderneming. . 84x15.3 x5.3 117 31 4.7 1904 
Welvaren...... 43x 8. 6x3.10 20 7.5 4.9 1905 
de}Hoopse-see- 55x 10.5 x3.7 30 17.5 5. 1905 
deyhijdeeere 43x 8.6 x 3.10 20 7.5 5. 1906 
Georg Peter.... 81x 15.11 x 4.7 100 34 4.9 1906 
Adele Johanne. 81x 15.11x4.7 100 34 oF 1906 
Volharding..... 61x 12.2 x5.3 60 17.5 4.85 1906 
deghijd pene 87x 15.3 x6.5 174 34 4.6 1906 
Oldebert....... 61x11.7 x5.6 50 174 4.8 1906 
Glwaleyuacanoes |) | dadopoocopodees 50 27. bel 1907 


The speeds are given in knots for a fully-loaded vessel. 
All these ships are freight boats on canals, rivers and lakes 
in Holland and Germany, many of them in regular service 
between two towns. Some of them are used for tugboats 
as well as freight boats, as their speed in fully-loaded con- 
dition would be greater than the 2.25 knots, which is the 
maximum speed allowed on some of the crowded canals. 

All motors up to 35-brake-horsepower are vertical one- 
cylinder motors, the reversing being accomplished from deck 
by turning the propeller blades. 

The builders of these boats (Messrs. E. T. Smit & Son, 
Groningen, Netherlands) have since delivered two 300-ton 
boats, with a vertical, three-cylinder, 120-brake-horsepower 
motor in each. F. Murer Braset. 

Hoogezand, Netherlands. 


Reports from the Bureau of Navigation show that during 
the year ended June 30, 1900, 1,362 merchant vessels of 232,816 
gross tons were built in the United States and officially num- 
bered by the Bureau of Navigation, compared with 1,506 of 
588,627 gross tons during the fiscal year 1908. 


iS) 
bo 
9,2) 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID, G. 


915,464. SHIP’S DAVIT. EVERETT W. MYERS, OF PORT 
TAMPA, FLA. f Fis 
Claim 2.—A ship’s davit for raising or lowering boats, comprising 
standards attached to the deck of the ship and carrying sectional chocks, 
one of the sections of each chock being fixed and the other section 
being hinged on a beveled incline for the hinged section to swing open 
when the boat is raised, cranes mounted to swing on the said standards 


LE <—, nl SS 
df 
i 
! 
t 
| 
aan a >= 
—— =) 
| 
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and having quadrant gears, worm wheels in mesh with the said quad- 
rant gears, and having their manually controlled shafts journaled on 
the said standards and the ship’s deck, and means for supporting the 
boat from the cranes and for raising and lowering the boat when the 
cranes are swung outward over the side of the vessel. Five claims. 

916,164. APPARATUS FOR LAUNCHING TORPEDOES UNDER 
WATER. ALBERT EDWARD JONES, OF FIUME, AUSTRIA- 
HUNGARY, ASSIGNOR TO WHITEHEAD & CO., OF FIUME, 
AUSTRIA-HUNGARY. 3 

Claim. 5.—In combination with a torpedo launching apparatus, a 
supporting device, comprising openwork shutters provided only at the 
free extremity of the device, means for clutching said shutters with 
fixed members of the framework, rods engaging the shutters by means 


of elongated screwthreads, said rods being incapable of rotation but 
capable of a movement of translation, means for automatically reversing 


the movement of said rods, and means for locking and unlocking the 


Five claims. 
ANCHOR. 


shutters. 


916,384. FREDERICK BALDT, JR., OF CHESTER, 
15) 


A. : 2 : 2 
Claim 1.—In an anchor, a spindle having a curved bearing portion, 
flukes mounted upon the spindle and interlocked therewith, and a shank 


I 


LE 


oP 


completely surrounding and directly rotatable on the bearing portion of 
the spindle, abutting the flukes and completely inclosing the bearing 
and filling the space between the flukes. Twelve claims. 


916,281. LOADING AND UNLOADING APPARATUS. 
MICHAEL G. DUCROW, OF NATCHEZ, MISS., ASSIGNOR, BY 
DIRECT AND MESNE ASSIGNMENTS, TO DUCROW LOADING 
AND UNLOADING MACHINE COMPANY, OF NATCHEZ, A 
CORPORATION OF MISSISSIPPI. 

Claim.—An apparatus comprising a carriage having alining key-hole 
slots, a removable pin engaged in said slots, a carrier suspended from 


International Marine Engineering 
eae 


AUGUST, 1909. 


said pin, a trolley wire for said carriage, and means for moving the 
latter in opposite directions. One claim. 


British patents compiled by G. F. Redfern & Company, 
chartered patent agents and engineers, 4 South street, Fins- 
bury, E. C., and 21° Southampton building, W. C., London. 


14,704. APPARATUS FOR DETERMINING THE METACEN- 
TRIC HEIGHT. E. TATE AND J. M. GOODALL, LONDON. ; 

Claim.—A_ bar proportional in length to the depth and representing 
the light weight of the ship is marked to scale with the positions of the 
tank, top and decks, and also the positions of the transverse metacenter 
at every foot draft, from the light condition to the loadline. At the 
bottom is a rod upon which weights proportional to the weights of the 
cargo portions may be hung in the positions the actual cargo portions 
occupy as represented on the upper bar. This bar is normally carried 


by davits, but in use, a central davit is caused to take its weight, being 
provided with a lever to which is pivoted a balance link whose legs 
straddle the upper web of tre upper bar, so that when the tail of the 
lever is pressed downward its feet raise the upper bar by its web. 
The upper bar’ having been shifted along until it remains horizontal 
when raised, the position of the bar at the link denotes the center of 
gravity of the ship. The metacentric height is the distance between 
this position and the position of the transverse metacenter for the draft 
concerned, provided it is nearer the keel than the transverse metacenter 


mark. 
24,261. UNLOADING SHIPS. 


C. D. DOXFORD, SUNDER- 

LAND : 
In steam or other motor-driven vessels, and having conveyers or run- 
ways extending beneath the holds, these conveyers are extended up- 
wards aslant through the machinery space and bunker or fuel or boiler 


2) 


(Broseeccoos 


spaces to an elevated discharge point. The vessels are preferably of 
the turret-deck form, in which case the discharge point, where the con- 
veyers deliver to adjustable cross conveyers or shoots, is arranged be- 
neath the weather deck. 


24,481. RAISING SUNKEN VESSELS. W. W. WOTHERSPOON | 
AND R. O. KING, NEW YORK, U, S. A. 

The holds or compartments of ships or floating docks are so con- 
structed that they may be rendered substantially air tight at will, in 
order that compressed air may be introduced into them to expel any 
water that may leak in. Also each compartment is provided with a 
permanent airlock, so that workmen may enter to repair the leaks, while 
the air pressure is maintained. The object of the invention is to guard 
against the sinking of vessels, and also to provide for the raising of 
stranded or sunken vessels. The holds or compartments, engine room 
and boiler room are separated from each other by partitions. The 
hatches are made air tight by the provision of packing, and the funnels 
are provided with lids or caps in order to render the boiler rooms air 
tight. Should a leak occur, compressed air passes from the air-compres- 
sing plant, which is situated preferably on a level with the upper denis 


through a vertical pipe to an horizontal main distributing pipe, from 
which vertical branch pipes lead to the various compartments. Each 
branch pipe is provided with a controlling valve, and also with a re- 
ducing valve, by means of which the pressure in the various compart- 
ments may be varied as conditions require. Each compartment is pro- 
vided with an airlock, by means of which workmen may enter, while 
the pressure is maintained, to repair the leak. To withstand the pres- 
sure of the air, the tops of the compartments are strengthened, prefer- 
ably by the bars connected with the top and bottom of the compartment, 
but other means may be employed. Instead of an airlock for each com- 
partment, the airlock may be formed with a single entrance chamber and 
two branch chambers providing entrance into two adjacent compart- 
ments are provided between which an airlock is fitted. Workmen enter 
through the upper opening respectively. The funnels, ventilating 
shafts, and hatch covers are also provided with airlocks. In the funnel, 
two removable sections pass through the airlock and enter the boiler 
room through the lower opening. 


International Marine Engineering 
SEPTEMBER, 1909. S&P 7, 


THE CLERMONT. Sy OFFIOg 


The first practical steamboat to engage successfully in com- 
mercial navigation was the Clermont, built by Robert Fulton 
in 1807, at Charles Brown’s shipyard, near Corlear’s Hook, 
New York, and placed in service on the Hudson River be- 
tween New York and Albany. She was 150 feet long, 13 feet 
wide with 7 feet depth of hold and a draft of 2 feet. The 
hull was flat-bottomed and wall-sided, slightly wider at the 
deck than on the bottom, with a wedge-shaped bow and stern 
cut to an angle of 60 degrees. The parallel middle body ex- 
tended for almost the entire length of the boat. Two masts 
and two cabins were fitted, one forward and one aft. She was 


The stem is both sided and molded 8 inches, the stern post 
is sided 8 inches and molded 12 inches, and the deadwood is 
sided 8 inches and molded to suit. The floors are sided 4 
inches, molded 8 inches and are spaced 24 inches center to 
center. They are single throughout the boat, with the excep- 
tion of the machinery space, where they are double. The 
frames are sided 4 inches and molded 7 inches at the floors 
and 4 inches at the deck, and are spaced the same as the floors. 
The center keelson is 10 inches by 10 inches, and the engine, 
boiler and bilge keelsons 8 by 10 inches. The deck beams are 
molded 8 inches at the center, 5 inches at the ends, sided 8 


FULTON’S CLERMONT, THE FIRST PRACTICAL STEAMBOAT TO ENGAGE SUCCESSFULLY IN COMMERCIAL NAVIGATION, 


steered by a tiller at the stern, and two lee-boards were fitted 
to prevent drifting sideways. Propulsion was by means of 
side paddle-wheels, placed well forward and driven by a single- 
cylinder, vertical, condensing, side lever type engine, supplied 
with steam at a pressure of 2 or 3 pounds per square inch by 
a copper boiler. The machinery was built in England, the 
engine by Boulton & Watt and the boiler by Cave & Son. 

In connection with the Hudson-Fulton celebration to be held 
in New York this month a reproduction of this historic little 
vessel has been built as nearly like the original as would be 
allowed by the steamboat inspectors, and through the courtesy 
of the Hudson-Fulton Celebration Commission we are able to 
publish complete details of this replica. The principal dimen- 
sions of the boat, which differ from the original only in the 
matter of the beam, are as follows: 


ILemeiln. OVE? Alloccocoogcv00000000¢ 150 feet. 
Benctheatiup ped eckepm een nint 149 feet. 
Breadth at upper deck............. 17 feet Ir inches. 
BSPEAGKID BYE [OLOSING oo oo ob Gn00000000 16 feet. 
Depa Oi Ivelldls sscaccacccc0dcco0des 7 feet. 


inches and spaced 3 feet center to center. The main beams 
are fastened with hackmatack knees. The bottom planking is 
2 by 4 inches, the three bilge strakes 10 by 2 inches, the sheer 
strakes 10 by 3 inches, the sheer stringer is 12 by 2 inches, and 
the wearing piece 8 by 3 inches. The deck planking is 4 by 2 
inches. 

The machinery of the Clermont is located amidships, and 
is entirely uncovered. The paddle-wheels are placed well for- 
ward; aft of these is the engine and aft of this again the 
boiler. The paddle-wheels are 15 feet in diameter, each 
having eight paddles or buckets 4 feet long and 2 feet wide. 
Forward of the paddle shaft and connected to it through two 
to one gears is a jack-shaft, on which are mounted two large 
fly-wheels, arranged outside the hull. These fly-wheels have 
cast iron rims, 4 inches by 4 inches, and are keyed to the shaft. 

The engine is of the single-cylinder, condensing, side-lever 
type, designed for a working pressure of 20 pounds per square 
inch. The cylinder is mounted on a cylindrical condenser, 
which is connected to the air pump by a channel-way of cast 
iron, which forms the bedplate of the engine. One boiler-feed 


330 


pump is supplied, which has a capacity of 180 cubic inches, and 
is worked by the air pump cross-head. It has a brass plunger 
and valye. The bilge pump has a capacity of about 300 cubic 
inches. The side levers of the main engine are of cast iron 


—————— 
CLERMONT — 


International Marine Engineering 


SEPTEMBER, 1909. 


lowing extract from one of Fulton’s letters is of interest: 
“My first steamboat on the Hudson’s River was 150 ft. 

long, 13 ft. wide, drawing 2 ft. of water, bow and stern 60 de- 

grees; she displaced 36.40 cubic ft. equal 100 tons of water; 


GENERAL ARRANGEMENT OF THE CLERMONT. 


on a wrought iron center shaft. Each connecting rod is 
forked and fitted with wrought pins. Counter weights are 
provided to balance the weight of the piston, piston rod, crank, 
side links, air pump gear, etc. 

No attempt was made to reproduce the original boiler of 
the Clermont exactly, because such a boiler would not be 
allowed in operation to-day by the steamboat inspection ser- 


Rail 6°x 3" 
4x SYP. & » 
HW 
N | | & 
hae (I t 
——f_Breadth 17/117——N-r_..___ ra 
} -12"x 2" WOx So get ih ar, 
Wearing ua mt — Z dz 2 (lo 
Piece Sot = pS x da Ye i 
3x Sw.o. HWA Y-P- Ye E 4 
” J Shiels re Beam 
10"x 3°Y.P/ I S Clamps 
a ac ie 4) 12x 3°Y.P: 1 4 
Side 2° Y.P. _ ==] SS Braces a 
* " ZZ a oes cyl 5"x G” Spruce) 
10 x2W.0< =I i TL B! Gx6 z 
ee a 10°x 3 
AY | tee eee S| X.P. ee 
"WS me 10’ 10"y.B."p * # W:9 | 
_»Limber Hole 10x 3'Y.P. b 
ff. SI Breadth 16/0" 


Bottom: 2N-F. \Keel W.D. 10°x 10" 


MIDSHIP SECTION OF THE CLERMONT. 


vice. The boiler used on the replica is an ordinary externally- 
fired horizontal tubular boiler, 5 feet 6 inches diameter, 16 
feet long, with 14-inch shell, 5/16-inch heads and forty-six 
4-inch tubes, designed for a working pressure of 25 pounds per 
square inch, 

As showing the extent of the theoretical knowledge of naval 


architecture and marine engineering in Fulton’s time the fol- 


her bow presented 26 ft. to the water, plus and minus the 
resistance of 1 ft.; running 4 miles an hour. 


SECTION 


5 
CI] 


END VIEW OF THE MAIN ENGINE, 


SEPTEMBER, 1909. 


International Marine Engineering 331 


THE MAURETANIA AND THE CLERMONT. SHOWING A CENTURY’S PROGRESS IN STEAM NAVIGATION. 


12.37 lbs. multiplied by 26, the bow of the boat..... 321 Ibs. The first voyage of the Clermont was begun on Aug. 17, 
Friction on 2,380 superficial ft. of bottom and sides, 1807, the boat proceeding from New York up the Hudson 
FSO lS, GF Fo) SHDSGTGAM Tt, 5 coocccoo000 008000000 352 River for 110 miles during the first twenty-four hours. The 
Total resistance of the boat, running 4 miles an average speed thus far had been about 4.6 miles per hour. 
OUR er rte hie eine ocala Bicloty ona oewngOeeraic 673 Continuing the journey on the following day the Clermont 
AM likepower tor the propellers..................-- 673 proceeded to Albany, a distance of 40 miles, in eight hours. 
Total pouner Gal at: tlhe prodllers.. occ ecoonnse _ 1346 The running time for the entire trip of 150 miles from New 
Tine hhoat momaing A sailles am Ihome ts 6 fi, a exeardls York to Albany had been thirty-two hours, or at the rate of 
this is three times faster than the piston; hence SELLY 5 mules on mou Tike weiian CED. wee EWE bel Unneay 
er hours’ running time, or an average of just 5 miles an hour. 
multipledubysa researc var eiolets : 3 : eas ; ; j 
2, This same trip is made to-day in the regular running time of 
Necessary power of the engine, the piston running nine and one-half hours by boats capable of an average speed 
Ziel te DESC COM ep rae eee Merial ate reer ee ee ase shots 4038 lbs.” of 20 miles an hour. ; 
PLAN VIEW 


[el[el eal] 


ELEVATION 


P MAIN ENGINE OF THE CLERMONT. 


394 


International Marine Engineering 


SEPTEMBER, 1909. 


THE DEVELOPMENT OF THE SAILING SHIP. 


BY SYDNEY F. WALKER. 


Forty years ago, when the writer was serving in H. M. Navy, 
the sea was covered with sailing ships of all classes, ranging 
from the fore-and-aft schooner to the stately full-rigged ship. 
When crossing the trade winds, or when running them down, 
one constantly met a stream of ships and barks ranging from 
500 up to about 2,000 tons, with every stitch of sail upon them. 
The navies of the world also were propelled by sails. It is 
true their ships carried steam, but it was only as an auxiliary, 
and the horsepower was very small. Frigates of 2,000 tons, 
with only 500 horsepower, were the largest naval sailing ships 
afloat. To-day, however, the sailing ship is steadily disappear- 
ing, although a few four and five-masters may stil be seen, 
and small fore-and-aft rigged sailing vessels are quite numerous 
on the Atlantic and Pacific coasts of the Americas and in the 
neighborhood of Australia, China and the Islands. The fore- 
and-aft rigged craft will probably be the last to succumb, and 
in the writer’s opinion the conqueror will not be steam, as 
was the case with the square-rigged vessels, but oil or pro- 
ducer-gas power. 


GALLEYS. 


The history of ships goes back as far as history itself. The 
Greeks, Romans and Carthaginians not only had fleets, but 
important battles were often fought at sea between the fleets. 
The parents of the Carthaginians, the Phcenicians, also were 
great sea rovers. Ships of various kinds were used upon the 
Nile from the very dawn of history, and they appear also to 
have been used by the Assyrian and Babylonian kings on the 
Tigris and Euphrates, and upon the canals that were dug all 
over Mesopotamia. 

Although it is not possible to obtain very accurate accounts 
of the ships of those early days, we know that they were 
almost entirely propelled by oars, and, further, that slaves 
were employed in them. The galleys, in the case of the Greeks 
at any rate, appear to have been developed on very much the 
same lines as the old three-deck men-of-war of the 18th and 
19th centuries. In order to obtain greater speed, and to 
enable a galley to carry a larger number of fighting men, a 
larger number of oars were necessary, and they appear to 
have been obtained by increasing the free board of the galley, 
and placing the tiers of benches, or thwarts, one above the 
other, presumably separated by decks, each tier carrying a bank 
of oars, each oar being manned by a certain number of slaves. 
The Greeks are stated to have employed as many as five banks 
of oars, vertically one above the other. Alexander the Great 
had galleys with four and five banks, and the Carthaginians 
used five banks and a sail. The Greek trireme, carrying three 
banks of oars, was apparently quite common. The galleys of 
those days employed sails only when the wind was favorable, 
and sails were not always carried. 

Galleys appear to have persisted down to the Middle Ages. 
The Genoese and Venetians employed them, apparently some 
time after other nations had adopted sailing ships. The 
Genoese and Venetian galleys, in which a very large trade was 
carried on, and in which war was also pursued, were usually 
150 feet long, about 20 feet wide at the widest part, and car- 
ried two masts, each with a lateen sail. They had a forecastle 
in the fore part of the ship, where the fighting men were ac- 
commodated, a poop or after castle at the stern, where the 
knights and officers were carried, and a short deck, just forward 
of the poop, probably the origin of the term quarter deck, that 
has come down to us. The galley was used in France down to 
the 18th century. 

The galleot was a large galley, with poop and forecastle, 
employed by the Barbary corsairs, and the Spanish and Portu- 
guese galleons and the Neapolitan galleasses grew from the 


old Venetian and Genoese galleys by the ordinary process of 
development. The addition of the poop and forecastle and 
quarter deck led to a complete deck above the waist, where the 
rowers sat, arranged to carry a second crew of rowers, and 
when artillery came into use these decks were employed to 
carry guns. 

The Viking ships, which carried the Norsemen who con- 
quered Great Britain, the northern coast of France, which is 
now called Normandy, and other parts, were galleys. One has 
recently been found in Norway, and is preserved at Chris- 
tiania. It is clinker built, 78 feet long, 7 feet beam amidships, 
534 feet deep. Its draft was less than 4 feet, and it carried 
thirty-two oars and a mast 40 feet high. The hardy Norseman, 
the writer understands, did not venture very far out of sight 
of land, and this was the characteristic of practically the whole 
of early navigation. Sailing also was not at all common in 
the early days of ships. The wind was not understood, and 
it was very much feared. It was used when it was available, 
strictly to run before. 

It is not clear when sails became the important part of a 
ship’s equipment that they were in the latter part of the 18th 
and nearly the whole of the 19th century. Probably it was a 
gradual development. In old prints the ships in which William 


® FIG. 1.—SHIPS OF THE 14TH AND 15TH CENTURIES. 


the Conqueror crossed the channel are represented with lug 
sails. Evidently they were only arranged for running before 
the wind. The ships of the time of the 14th and 15th centuries, 
Fig. I, are represented also with sails only intended to be used 
before the wind. The ships of William the Conqueror, and 
right down to the 15th century, are represented as practically 
large, open boats, with towers or structures at the bows and 
sterns, corresponding to poop and forecastle, with a mast 
amidships. 


FIRST IMPORTANT PROGRESS IN SHIPBUILDING. 


It was not until the time of Henry VII. and Henry VIII. 
that any really important progress appears to have been made 
in shipbuilding. In fact, though Alfred is usually understood 
to be the father of the British Navy, Henry VIII. might be 
more correctly so described. In his time the Henri Grace-a- 
Dieu, shown in Fig. 2, was built. It will be noticed that it car- 
ries four masts, the fore and after castles, the latter being 
called the poop and the waist, and that there is the heavy 
superstructure which characterized all ships of that day. 
Apparently she carried lower sails, courses as we should now 
term them, on all four masts and topsails. She also appears to 
have carried a sail corresponding to what afterwards was 
called the jib, and another corresponding roughly to the 
spanker. The round tops shown on each of the masts had 
been introduced into previous ships for the use of the pilot. 

In Henry VIII's time ships were still in a very crude condi- 


SEPTEMBER, 1909. 


tion, but important developments were going forward. The 
Henri Grace-d-Dieu was of 1,000 tons burden, and is stated 
to have had two decks. Probably what is meant is that the 
large superstructure of the poop and forecastle practically 
formed a second deck. About this time, or a little later, top- 
gallant sails appear to have been introduced, and also some of 
the fore-and-aft sails, the jib, trysails and spanker, which 
afterwards became so useful. Developments went on during 


FIG. 2.—THE HENRI GRACE-A-DIEU. 


the reign of Elizabeth, and, as is well known, the superior 
sailing qualities of British ships enabled them to harass the 
‘bulky Spanish ships. 

The Spanish galleons were built in very much the same 
style as the Henri Grace-d-Dieu, with high poops and high 
forecastles and with quarter and half-decks, and in several 
cases with two gun decks in addition. The poop and forecastle 
were originally castles built at the stern and bows. The half- 
‘deck was a short deck extending forward from the poop 
towards the forecastle, and the quarter-deck was another short 
‘deck above the half-deck. The quarter-deck, which has be- 
‘come almost historic, would naturally be the point where the 
officers, who usually lived in the poop, met deputations from 
the men, and where the men who had to see officers would 
find them. The half-deck in men-of-war at the time the writer 
was in the navy was the after portion of the main deck, the 
principal gun deck, immediately under the quarter-deck. 


TWO AND THREE-DECK VESSELS. 


In James I.’s time many improvements were made in the 
‘design of ships by Sir Phineas Pett, who was practically the 
first scientific naval architect, the first man who thoroughly 
studied the problems involved in shipbuilding. One of the 
earliest reforms introduced by Pett was the doing away with 
a large portion of the heavy superstructures that have been 
mentioned, and that were carried by practically all ships up to 
that date. Other important improvements were made. Charles 
I. also, though he was so unfortunate in his government, did 
a great deal for the navy, following in his father’s footsteps. 
It was in his reign that the first three-decker, the Sovereign 
of the Seas, shown in Fig. 3, was built. She carried a very 
long bowsprit, a very long prow, three distirict gun decks, 
besides a very high poop and a high forecastle. The half and 
quarter-decks also are easily made out. She carried four masts. 
Each mast had a round top just above the lower yard, and 
another top above the topsail yard. All but the after mast 
_ carried lower sails, or courses, topsails and top-gallant sails. 
The masts had been made all in one piece, lower mast and 
topmast, but in Sir Walter Raleigh’s time the topmast appears 
to have been made a separate piece, stepped in the top, and 
arranged so that it could be sent down, and in later times the 


International Marine Engineering 


333 


top-gallant mast, which included in still later times the royal 
pole, was also made separate. The small round tops shown at 
the head of the topmasts of the Sovereign of the Seas after- 
wards became the cross trees of the modern sailing ship. The 
bowsprit appears to have been first introduced in the reign of 
Edward III., but it was not until very much later that it was 
made use of in the manner in which it was afterwards em- 
ployed, to spread fore and aft sails. 

A point may be noted here with reference to the mercantile 
marine. In the early days of shipping there was practically no 
mercantile marine, in the sense we now understand it. Men 
went to sea for the purpose of trading in ships found by them- 
selves or by adventurers, and in most cases the ships were 
heavily armed, amounting practically to warships. In later 
times, the development of ships intended solely for trading 
took on its own special lines. Trading ships had to be built 
for speed and for carrying as much cargo as possible. Sea 
passenger traffic in those days was very small. As time went 
on it also gradually developed, and ships were developed to 
meet its requirements, till they have reached the enormous 
liners of to-day. The advent of steam has, of course, fostered 
the passenger traffic, partly because steam enables passages to 
be made in so much shorter time, and steamers can be made 
more comfortable for passengers than sailing ships, though for 
the seaman, for the man who loves the sea, the reverse holds 
good. 

The navies of the world were practically developed on much 
the same lines. The necessity for carrying more guns could 
only be met in those days by building ships with more decks, 
and so, although the Sowereign of the Seas was only imitated 
at a considerably later period, and was herself cut down 
considerably before the expiration of her useful life, the two 
and three-decker came into existence. 

It was not, however, till the rivalry between Holland and 
Great Britain on the one hand, and between France, Spain and 


FIG. 3.—THE SOVEREIGN OF THE SEAS. 


THE FIRST THREE-DECKER. 


Great Britain on the other, was fully developed in the 18th 
century, that the building of ships of war settled down to 
certain definite lines. The length of the keel of the Sovereign 
of the Seas was 128 feet, her beam was 48 feet, her total 
length from the end of the beak to the end of the stern was 
232 feet, and her burden was 1,637 tons. Other three-deckers 
were built at variors dates, among them the Victory, in 1786, 
whose length was 186 feet, burden 2,100 tons, and which car- 
ried one hundred 32-pounder guns; the Duke of Wellington, 
in 1849, of 3,771 tons, 240 feet long, carrying 131 guns; the 
Marlborough, in 1850, of 4,000 tons, with a steam-driven screw 
as an auxiliary, and in 1860 the last of the old three-deckers, 
the Victoria, was built. The three-decker carried from too to 
I31 guns, according to her size. 


334 


In the period mentioned, from the middle of the 18th cen- 
tury up towards the end of the 19th century, in addition to 
three-deckers there were a fair number of two-deckers carry- 
ing 74 and 80 guns. 

RIGS. 

The two and three-deckers were fully rigged. They carried 
three masts, a bowsprit with jibboom and flying jibboom. 
Each mast carried a topmast, top-gallant mast and royal pole. 
On the fore and main masts were carried the following square 
sails: Courses secured to the fore and main yards, topsails 
spread between the topsail and lower yards, top-gallant sails 
spread between the top-gallant and topsail yards, and royals 
spread between the royal and top-gallant yards. The mizzen 
mast, as the after mast was called, carried the same sails, with 


International Marine Engineering 


SEPTEMBER, 1900. 


They were stretched between studding sail booms, run out at 
the ends of the lower and topsail yards and yards which stretch 
their heads. 


FRIGATES, CORVETTES AND SLOOPS. 


In addition to two and three-deckers a certain number of 
frigates were carried by all nations. The frigate of those days 
corresponded to the cruiser of to-day. It acted as a scout, but 
a large number of them were of sufficient power to defend 
themselves if attacked, and occasionaly to take their place in 
the fighting line on emergency. In later times, in the late 
sixties and seventies, frigates were the largest ships of the Old 
World patterns to keep the sea. 


FIG. 4.—MODERN TYPE OF SAILING VESSEL. 


the exception of the lower one. The lower yard on the mizzen 
mast was called the cross-jack yard, the yards above it being 
called mizzen topsail, top-gallant and royal yards, respectively. 
There was no cross-jack course. In addition to these sails 
there was a three-cornered jib, secured to a stay held between 
the head of the fore mast and the end of the jibboom; a flying 
jib, carried upon a stay, secured to the end of the flying jib- 
boom, and for bad weather a fore-staysail, a three-cornered 
sail, secured to the fore-stay, which was stretched between the 
head of the fore mast and the bows of the ship. Abaft the 
mizzen mast was carried the spanker, a sail similar in form 
to the mainsail of a schooner, and stretched between a gaff, 
a boom and the mizzen mast. The spanker was of great service 
in keeping the ship to the wind when sailing close hauled, and 
particularly in tacking. Storm trysails were also carried on 
gaffs attached to the fore and main mast, similar in shape toa 
They 
In addition, all ships carried 
another set of sails for light weather when the wind was 
abeam or abaft the beam, called studding sails, pronounced 
“stunsails.” They were oblong in shape, and formed con- 
tinuations of the fore and main topsails and top-gallant sails. 


schooner’s fore sail, and spread in a similar manner. 
were only used in bad weather. 


THE WHITE STAR TRAINING SHIP. 


The frigate was built on exactly the same lines as the two 
and three-deckers. She had one gun deck, known as the main 
deck, and in addition she carried guns on the quarter deck, 
sometimes on the poop, if there was one, and on the fore- 
castle. The frigates were ship rigged exactly the same as two 
and three-deckers, the only difference between them being that 
they did not stand so high above the water and did not carry 
sO many guns. 

In addition to the above there was a class of ships in the 
navy in those days known as corvettes. They were usually 
ship rigged, and would correspond to second-class cruisers of 
the present day. They only carried guns on the upper deck, 
quarter-deck, forecastle, etc. There was a still smaller class 
of cruiser, as it would now be termed, known as a sloop. It 
was sometimes ship rigged and sometimes bark rigged. Sloops 
also only carried guns on the upper deck, and were similar 
to corvettes, except that they were smaller. There was still 
another class of vessels carried in most navies, known as gun 
boats. They carried three masts, but usually only square sails 
on the fore mast. Practically they would be three-masted 
topsail schooners. ‘They carried a few guns on the upper deck, 
the men and officers living on the deck below. 


SEPTEMBER, 1909. 


In the mercantile marine, which had fully developed by the 
time referred to above, ships were built on very much the same 
lines as those for the navy, except that there were no two or 
three-deckers, and there were no gun decks. Large ocean 
traders, equal in size to frigates and ship rigged, were built 
for carrying cargo and a certain number of passengers, the 
accommodation for the latter, as explained, steadily increasing 
as the traffic increased. In addition there were a very large 
number of smaller vessels, some ship rigged, some bark rigged, 
some rigged as brigs, some as brigantines, topsail schooners 
and fore-and-aft schooners. The tonnage of barks and ships 
ranged from about 500 to up to 2,000, brigs, brigantines and 
schooners ranging from a few hundred tons downwards. The 
brig carried two masts, with square sails on each and the same 
fore-and-aft sails as the ship. The. brigantine .carried two 
masts, with square sails only on the fore mast, but she carried 
a full complement of sails there, and in some cases top-sails, 
top-gallant sails and royals on the main mast. Topsail 
schooners carried two masts, and had square topsails on the 
fore mast in addition to their fore-and-aft sails. Fig. 4 shows 
the White Star Company’s training ship for their cadets. It 
has the latest sailing ship fittings. In addition to the usual 
sails carried by ship-rigged vessels, as described above, mer- 
chant ships often carried additional sails above the royals, for 
getting more speed out of the ship, when it was safe, as when 
running down the trade winds. The sails immediately above 
the royals were known as sky sails. Sometimes sails were 
carried even above those, known as moon rakers, and so on. 


CONSTRUCTION OF WOODEN SAILING SHIPS. 


Wooden sailing ships were constructed on very much the 
same lines as iron ships are, with the necessary difference that 
the wooden framework, etc., had to be very much thicker and 
very much larger, the whole skin of the ship, and the different 
parts entering into its construction, taking up very much more 
room than in iron or steel-built ships. In the wooden ship 
there was first the keel, which was of teak, with a stem and 
stern post securely scarfed and bolted to it, and with the ribs, 
or timbers as they were usually called, stepping into it. On 
top of the keel, and holding the lower ends of the timbers 
in their place, was the keelson, another piece of stout oak. On 
the inside again, forward, was the stemson, and aft a similar 
timber, holding the outer timbers, running between stem and 
stern, in their place. 

The ribs were the result of careful design, and were usually 
either cut out of solid timber or bent into their form by special 
appliances. Upon the careful design, careful construction and 
careful fixing of the. ribs depended the capacity of the ship, its 
stability, its speed and its ability to stand bad weather. Great 
“care was taken with the shape of the ribs forming the bows, 
and again those forming the run near the stern. The con- 
struction of the after part of the ship, allowing a clear pas- 
sage for the water displaced by the bows as the ship cleaves 
her way, has as much to do with speed as the shape of her 
bows. Naturally, the shape of the bows also was the subject 
of considerable thought and skill, and old seamen used to say 
that for speed the shape of fishes like the dolphin should be 
taken as a guide. 

The skin of the ship was completed by outside timbers, 
bolted to the ribs secured to the stem and stern post, being 
held in their places by the stemson and sternson. There was 
also usually an inner planking of wood connecting the ribs 
with the stem and stern post, and the keelson fore and aft. 
The beams, which stretched across the ship at intervals, per- 
formed the double office of supporting the different decks and 
of assisting to bear the strains to which the ship’s timbers were 
subjected. 


International Marine Engineering 


335 


The construction of men-of-war differed from that of mer- 
chant ships, in that men-of-war were designed to carry guns 
and to provide accommodation for men, and therefore the 
interior of the ship was divided up by as many decks as pos- 
sible, while with merchant ships the great object was to obtain 
as large a space-as possible under the upper deck, in order to 
stow cargo. With the development of passenger traffic, 
merchant ships also became more and more divided up by 
decks, to provide accommodation for the passengers, and the 
construction more and more approached that of men-of-war. 
In men-of-war there were holds below the lowest decks in 
which the stores required by the ship—provisions, ammunition 
and spare sails, boatswain stores of all kinds—were kept. 


TRANSITION FROM WOOD TO STEEL-BUILT SHIPS. 


The first steps in displacing wood by iron and later by steel 
were taken by navies in building what were known as iron- 
clads in the sixties. H. M. S. Caledonia and others were 
really wooden ships with a protection of iron outside of 
the wood, the object being to offer a greater resistance to the 
rifled shot and shell which was then gradually being de- 
veloped. In those days steel was thought to be unsuitable for 
the work, because the steel plates which had been made and 
applied to the protection of ships had been found to break up 
when pounded by rifled shot. 

At the same period the transition from sail to steam was in 
progress. Nearly every man-of-war of those days was fitted 
with a screw and with a certain amount of engine power, but 
it was strictly auxiliary. The screw was made to be pulled up 
out of the water, in a well made specially for the purpose, and 
steaming was resorted to as seldom as possible. 

Several experimental ships were built by the British and 
other navies about the same time, and a number of new classes 
of ships were introduced in America during the civil war, these 
leading indirectly to the present form of modern battleship. 

In the mercantile marine the development appears to have 
followed very much the same lines as in the navy. Steam was 
first applied, hardly as an auxiliary, in the same sense as in the 
navy, but sails were not dispensed with, nor even curtailed, for 
a very long period. In the Great Britain, which was built in 
1852, and which had four masts, steam was intended to be the 
motive power, but it was to be assisted as far as was possible 
by the sails. Steam was applied in this way by the great 
steamship lines trading between Great Britain and the United 
States, and between Great Britain and Canada, and between 
Great Britain and Australia. As time went on, and as the 
ships became larger, and, again, as more speed was demanded, 
the engine power was increased, and the sails became gradually 
of less and less importance, till they finally disappeared. 

The transition from wood construction to first iron and 
then steel has been gradual but continuous, and it has been 
contemporary, or nearly so, with the development of steam. It 
may be taken, in fact, that the development of the manufacture 
of steel, the development of steam power for ships, and the 
adaptation of steel for building ships have gone on together, 
and they all date practically from the invention of Bessemer 
steel. 

The modern four and five-master is built of steel, and differs 
very little in construction from that of the modern steam 
tramp, except that as there are no engines and boilers more 
room is provided for cargo, and there is no necessity for pro- 
viding in the structure of the vessel for the strains set up by 
the vibration of the engines. On the other hand, provision has 
to be made for the masts, sails, etc., and for the rigging, and 
also the ship as a whole, should be built more strongly than 
would be necessary with a steamship, because the sailing ship 
cannot lie head to wind and head to sea in bad weather. 


330 


International Marine Engineering 


SEPTEMBER, IQ09. 


THE HALF MOON. 


Three hundred years ago Henry Hudson sailed into New 
York harbor and began the exploration of the river which has 
since borne his name. This was Hudson’s third voyage of 
discovery, the main object of all his voyages being to dis- 
cover a northwest passage to the Pacific Ocean and China. On 
his two previous voyages, which were carried out under 
English auspices, he endeavored to reach China by passing, in 
one case, between Greenland and Spitzbergen and across the 
polar region, and in the other case between Spitzbergen and 
Nova Zembla. Both of these voyages were failures as far as 
their original object was concerned, but their secondary re- 
sults were important, for Hudson’s discoveries of Arctic whale 


and hazardous voyage in such a boat speaks well for his skill 
as a navigator. 

The Half Moon was only 74.54 feet long over all, and 58.70 
feet long on the waterline. Her beam was 16.94 feet, her 
depth 10.08 feet (English measure), and her draft 7.03 feet. 
A replica of this famous ship has been built by the people of 
Holland to take part in the forthcoming Hudson-Fulton cele- 
bration at New York, and through the courtesy of the Hudson- 
Fulton Celebration Commission we are able to present photo- 
graphs and the following detailed description of this ship as 
an example of the development of naval architecture 300 years 
ago. 

The ship has three masts; on the foremast are fixed the 
fore-topsail and foresail (the “blind sail” is on the bowsprit) ; 


BOW VIEW OF THE HALF MOON. 


fisheries led to the establishment of very valuable sea indus- 
tries both among the Dutch and the English. 

The third voyage, which resulted from a contract with the 
Dutch East India Company, led to the exploration of the 
Hudson River and the settlement of New Netherland. This 
voyage, like the previous ones, was an attempt to discover a 
northwest passage to the Pacific. 

The vessel in which Hudson made this memorable voyage 
was the Half Moon, or, as it was spelled in Dutch, De Halve 
Maene. The Half Moon was a small vessel even for her own 
times, and as compared with the monster ships which to-day 
enter New York harbor she is hardly more than a midget. Few 
people would care to venture to sea to-day in such a craft, and 
that Hudson was able to complete successfully such a long 


on the mainmast is the maintopsail and mainsail, while on the 
mizzen mast a lateen sail is fastened. 

The captain’s cabin under the poop has been built on the 
upper deck. In the cabin, under the berth, is a chest, beautifully 
bound, containing books. On the table lies a sea chart and a 
copy of the contract with Hudson for this voyage, copied from 
the minute book of the directors of the East India Company of 
the Chamber of Amsterdam, dated Jan. 8, 1609. Around this 
are the dividers and little pieces of wood for measuring 
Further, there is in the cabin a Jacob’s staff, really a very 
primitive sextant, by means of which the navigators 300 years 
ago determined the latitude with a fair degree of accuracy. 
Above the captain’s cabin is the one for the mate, still 
smaller and simpler. The best observation point in the ship is 


SEPTEMBER, I909. 


the poop, from which the whole ship can be seen. Forward 
is the forecastle, the sleeping place of the crew, with five 
berths, in each of which if necessary two men can sleep; under 
the bowsprit is the galley, where the sailors, for punishment, 
were exposed to the seawater, and where was fastened the 
“blind sail,’ so called because it interrupted the pilot’s view. 
On the deck are two blocks, to which the ropes are fastened. 
One of them has the ordinary head of a seaman, with his 
mouth open as if yawning; further back is the steersman’s 
platform, over which a little roof has been built for the steers- 
mart; the rudder being moved by the whipstaff which is bound 
to the tiller. The steersman has before him a compass, a sand- 
glass and a log-elass. 

Under the upper deck is the ’tweendeck or “verdeck.” In 


International Marine Engineering 


337 


flag, the national tri-color, with the well-known monogram, 
V. O. C.—Veroenigd Oost-Indische Compagnieen (the United 
East India Companies )—in the white stripe above which is the 
letter “A,” an indication that it was the Amsterdam Chamber 
which commissioned Hudson. On the bowsprit is a small jack 
of orange, white and blue. The flag of Amsterdam flies from 
the foremast; the state flag of the Province of Holland (gold 
with red lion) is on the mainmast, and a small vane on the 
mizzenmast. 

There are two hatches, one forward and one aft. /The for- 
ward hatch is scarcely large enough for a man to pass through, 
and the after one is little better. The hold extends the entire 
length of the vessel, and a wood pump tube runs down from 
the upper deck to the bottom of the hold, to serve the pur- 


STERN VIEW OF THE HALF MOON. 


this are the hawse holes for the anchor. Further, there is the 
very primitive kitchen and the berth for the cook, a sail room, 
and at the stern the gunner’s room, where the powder is 
stored, the bread room and the berth for the steward. Under- 
neath is the hold for the provisions, the drinking water, the 
cables and, lastly, for the cargo.” 

The armament consist§ of two small and two large cannon. 
On the deck near the railing stand the small ones, that is, 
swivel guns, also called “kamerstukjes”; these are 100-pound 
pieces. In the *tweendeck space are two heavy pieces of 800 
pounds each. 

Part of the equipment is a small ship’s boat similar to a 
cutter, which is fastened to the deck above the main hatch 
aft of the foremast. 

The Half Moon has at its rail the East India Company’s 


pose of a bilge pump. This pump tube is about a foot in 
diameter, and is hollowed or bored out from a tree trunk. 
It is operated from the upper deck by means of a wooden 
handle. 

It is remarkable how the crew were able to handle the 
vessel when the quarters on board were so cramped. Forward 
of the companionway the space between decks was only about 
4 feet, and aft it was only a foot higher, scarcely permitting 
one to stand upright. 

After spending about a month exploring the river up as far 
as he found it navigable, Hudson returned to England, and a 
year later, again under English auspices, set forth on his fourth 
and last quest of the northwest passage. This resulted in the 
exploration of Hudson’s Bay, but Hudson himself was aban- 
doned by a mutinous crew. 


338 


International Marine Engineering 


SEPTEMBER, 1909. 


PIONEER PADDLE-BOATS IN BRITAIN. 


BY G. PINHORNE, M. I. N. A. 


To “make a Boate to goe without Oares or Sayles * * * * 


against Wind and Tyde” is an oft-recurring claim in the ear- 
liest-recorded speculations or experiments of philosophers and 
mechanics. It perhaps would be invidious, and certainly con- 
troversial, to urge originality, or even comparative importance, 
to any one of these. Each and all, the known world over, 
contributed a quota to the perfecting of our knowledge of 
mechanical appliances or the properties of steam, and thus 
helped to make steam navigation an accomplished fact at the 
commencement of the nineteenth century. 

Foremost among the early patentees of ideas relating to 
steam-propelled vessels may be fairly mentioned Jonathan 
Hulls, the Gloucestershire yeoman—our selective preference 
being largely influenced by his detailed descriptions and draw- 


JONATHAN HULLS’ TUGBOAT—1736, 


ings, as well as by the immense suggestiveness of his ideas in 
the light of subsequent progress. The illustrated pamphlet, 
published in 1737, describing his invention, depicts a barge- 


like vessel carrying a large paddle-wheel, supported upon’ 
ying gs i 


long davits abaft the stern. This wheel was rotated by a 
system of ropes and ratchet-pulleys, driven by an atmospheric 
engine of the Newcomen type. It has a single cylinder 30 
inches in diameter, but the double-acting principle was ob- 
tained by the interesting expedient of raising a weight, on its 
working stroke, equal to one-half its effective pull, and then 
absorbing this energy on its return stroke. Experiments were 
supposed to have been made on the River Avon; but, if so, 
they were apparently disappointing, for Hulls’ schemes in this 
direction were entirely abandoned. 

Fifty years elapse before we again find tangible evidence of 
development on practical lines. Curiously enough the man 
primarily responsible for this—the first practical step in 
steam navigation—was a man deeply absorbed in the prob- 
lem of improved methods of boat-propulsion by muscular 
power. 

Patrick Miller, of Dalswinton, Scotland, had several ves- 
sels of novel design constructed at Leith in 1786-87. Besides 
having the unusual features of twin or triple hulls, each of 
these vessels was fitted with man or wind-driven paddle 
wheels. One of the largest and most successful of these 
craft was a double-hulled vessel 100 feet long and gr feet 
broad. Each hull was about 12 feet broad, leaving a 7-foot 
space between, in which were arranged, tandem-fashion, five- 
paddle wheels about 7 feet in diameter. Each wheel was 
worked by a separate capstan on deck: the quaint contempo- 
rary description of the intervening mechanism could not, 


perhaps, be improved upon by paraphrase. “On the lower 
part of the capstern was a fixed wheel with teeth pointing up- 
wards to work in a trundle fixed on the axis of the water 
wheel. The diameter of this wheel is equal to 314 diameters 
of the trundle, so that one revolution of the capstern produces 
three and one-half revolutions of the water wheel.” With 
thirty men employed, a speed of 4.3 knots was attained. Ar- 
rangements were made for lifting the paddles out of water 
when under sail. This vessel is recorded to have made a sat- 


isfactory voyage across the North Sea to Stockholm in very 
Windmill motors were tried by Miller, and 


rough weather. 


PATRICK MILLER’S DOUBLE AND TRIPLE-HULLED PADDLE BOATS. 


also winches and crank-handles as alternative manual ma- 
chines. An inset to the photograph of the above ship shows a 
number of details of the Edinburgh, a triple-hulled design by 
Miller, which was driven by two 6-foot paddle wheels. 

It was while cngaged in these experiments that the idea of 
using steam as a motive power was suggested to him by a 
Mr. Taylor, and with it the name of a neighboring mining 
engineer, William Symington, who had recently invented “a 
steam engine on principles entirely new.” Symington was 
therefore approached, agreed to the proposals, and by this 
happy collaboration of engineer, financier, enthusiast and 
mutual friend, was produced the first circumstantially de- 
scribed and propelled steamship. 

A small double-hull boat 25 feet in length and 7 feet ex- 
treme breadth was prepared by Miller, and aboard this vessel. 
Symington’s machinery was placed in October, 1788, the en- 
gines being upon one hull and the boiler upon the other. As 
indicated by our sectional view ‘of this novel craft, the two 
paddle wheels were driven by wheels and chains and arranged 
one before and one abaft the driving machinery. It was an 
atmospheric engine having two open-topped cylinders each, 
only 4 inches in diameter, with a 9-inch stroke. The valve 


SEPTEMBER, I90Q. 


International Marine Engineering 


339 


boxes were fixed at the lower ends, and the steam and ex- 
haust valves actuated by “tappet” mechanism. <A jet con- 


denser was used, and the air pumps, curiously formed at the 
lower ends of the main cylinders, were fitted with separate 
and inverted pistons connected by a small rocking-lever. On 
each paddle shaft were two loose pulleys with ratchet teeth, 


INBOARD PROFILE OF SYMINGTON’S AND MILLER’S FIRST BOAT WITH THE 
ORIGINAL MARINE ENGINE” INSTALLED—1788. 
which engaged alternately with chains from the central driv- 
ing drum and thus gave continuous motion in one direction. 
Experiments on Dalswinton Lake with this boat were of 
such a character as to justify a larger equipment. In the fol- 
lowing year, therefore, a similar set of engines, with cylinders 
increased to 18 inches in diameter, was made and fitted upon 


“the original marine engine,’ has been preserved in a remark- 
able manner. After changing ownership on various occasions 
and being finally condemned as scrap metal, most of the 
pieces were collected together by the late Bennet Woodcroft, 
Esq., F. R. S., inventor, and author of “The Origin and Pro- 
eress of Steam Navigation, etc.,” who delivered them into the 
hands of Messrs. Penn & Sons, the well-known engineers of 
Greenwich; here the engine was successfully rebuilt and again 
run under steam in 1854. A separate photograph of this in- 
teresting relic is reproduced: the original may be seen in the 
machinery galleries of the Victoria and Albert Museum, South 
Kensington. 

In 1801, a Lord Dundas, who was largely interested in the 
development of the Clyde and Forth Canal, asked Symington 
to design and build an experimental steam tug for this service 
as a substitute for horse haulage. Symington accepted, and, 
profiting by his early experiences, as well as by the more re- 
cent advances in steam-engine details made by James Watt 
and contemporary engineers, produced an entirely new type 
of machine and, it is to be noted, attached it directly to a 
crank on the axis of his paddle wheel. Combining with these 
innovations an improved boat and paddle, he patented the 
whole conception in October, 1801. This was the famous 
Charlotte Dundas. 

A cursory examination will convince that this engine was a 
remarkable step towards simplicity of construction, if it were 
not indeed well abreast of marine engine design for the next 
half-century. The hull, too, presents a not unfamiliar appear- 
ance to those acquainted with shallow-draft stern wheelers of 
quite recent date. As a whole, the Charlotte Dundas well 


SYMINGTON’S ORIGINAL MARINE ENGINE. 


\ 


a much larger craft on the Forth and Clyde Canal, with the 
result that a speed of between 6 and 7 knots was readily ob- 
tained. At this stage, however, Miller appears to have been 
dissatisfied with the type of engine used, and the partnership 
ended. 


The first set of these engines, which may fairly claim to be 


justifies her claim to have been the “first practical steam- 
boat.’ The machinery itself may bé termed epoch-marking, as 
applied to this purpose—a horizontal direct-acting engine with 
connecting rod and crank, the lever or beam being specifically 
abolished ; a piston rod kept in parallel motion by a roller or 
slide, and last, but not least, an internally-fired boiler. The 


340 


single cylinder of the engine was 22 inches in diameter, with 
a 4-foot stroke, and an estimated horsepower of 10. Con- 
denser and air pump were below deck, the latter worked by a 
bell-crank from the cylinder cross-head. 


International Marine Engineering 


SEPTEMBER, I909. 


Dundas was in advance of her age, and she ended her career 
as a derelict in a neighboring creek. Lord Dundas, himself, 
however, had faith in the new system of propulsion and 
recommended the notion to the Duke of Bridgewater, who 


MODEL OF THE CHARLOTTE DUNDAS, SYMINGTON’S FIRST PRACTICAL STEAMBOAT—1801. 


The vessel, herself, was a single hull, with two keels, and 
had a deep recess formed in the after portion to receive a 
single paddle-wheel. Separate rudders, linked together, were 


H 

H 
t 

: 
Sis 
Te 


LONGITUDINAL SECTION OF THE CHARLOTTE DUNDAS. 


fitted to the twin sterns. 
breadth 18 feet. 

With all the elements of signal success, viewed from a more 
modern standpoint, the vessel proved a failure. Not that she 
failed to fulfil her designed réle of a steam-propelled tug, 
for she successfully towed two loaded vessels, each of 70 tons 
burden, over 19 miles in 6 hours, against a strong headwind, 
but because of the over-anxiety of a number of canal pro- 
prietors as to damage done to the canal banks by the wash of 
the propeller. 

Like the Great Eastern of fifty years later, the Charlotte 


Her over-all length was 56 feet and 


promptly, in 1802, ordered Symington to build eight such 
boats for the Bridgewater Canal: the unexpected decease of 
the Duke canceled this promising development. 


Sieh Lara teh 


SECTIONS IN THE MACHINERY SPACE OF THE COMET. 


Before leaving the subject of the Charlotte Dundas and her 
designer, it is worthy of remark that the original patent 
covered the use of side paddles on ordinary-shaped vessels ; 
it also probably originated the idea of an “ice-breaking 
steamer,” by proposing to use steam-driven “beaters or 
stampers” at the bow of the boat to force a passage in frozen 
waters. It is also an interesting fact that in July, 1801, Robert 
Fulton, the American engineer, paid a visit to Symington, took 
an 8-mile trip in his boat, asked many questions and made 
notes and sketches of her design. 

Although British enterprise had thus so far taken the lead 


_ SEPTEMBER, I9O0. 


International Marine Engineering 


341 


in steamship development, its horizon seemed strictly bounded 
by the towage tradition, and imagined no possibility of a pas- 
senger or general shipping traffic. This important step, how- 
ever, was successfully made by Messrs. Fulton, Livingston & 
Stevens, during the next decade, in America. It was largely 
under this stimulus that commercial steam navigation took 
permanent shape in Europe by the historic Comet, inaugurat- 
ing a passenger service on the Clyde in January, 1812. The 
boat was built by Messrs. Wood & Co., at Port Glasgow, for 
Henry Bell, and carried goods and passengers between 
Greenock and Glasgow. She was of 30 tons burden, 4o feet 
long, 10.5 feet broad, and, with only 4 horsepower, averaged a 
speed of about 6 knots. 

Her engines were made by Robertson, of Glasgow, and show 
a single, upright cylinder 12.5 inches in diameter and 16 inches 
stroke. This was placed over the working shaft, but drives 
it by means of two long side rods, which link the cylinder 
cross-head with two half side-levers joined by an underneath 
cross-head, which carries a connecting rod acting upwards on 
an overhanging crank. It should be noted that the fulcrums 
of these rocking-levers are not at their centers, but at the ex- 
treme ends of the arms. This, known as the “grasshopper” 
type of lever engine, has had considerable vogue for tugboats 
down to the present day. Uniform motion is given to the 
crankshaft by a weighted fly-wheel 6 feet in diameter, and 
the paddle shafts are driven by spur gearing, which reduces 
the relative speed of paddles by nearly one-half. It is re- 
corded that sometimes, when the small-powered engine 

showed signs of distress, the passengers would render tem- 
porary assistance by turning the fly-wheel. A balanced rock- 
ing shaft worked by an eccentric actuates the slide valve. 
Water tank and condenser form portions of the main engine 
casting, and inside the tank is the air pump, worked from the 
side levers. The boiler is externally-fired and set in brick- 
work. Side paddles and projecting “guards” give the vessel 
a very modern appearance: originally, two paddles each side, 
with detached arms, were used, but these were eventually 
changed to one complete wheel on each side. A lofty funnel 
served the purpose of a mast, and the vessel is often depicted 
in contemporary sketches with a large square sail hoisted. 

The Comet initiated pleasure cruises around the British 
Isles, and also ran regularly for some time on the River 
Forth. She was wrecked in 1820. 

Once started, the idea of steam river boats grew apace, and 
within the following four years there were no less than ten 
paddle steamers plying in the Clyde alone. One of the oldest 
survivors of these pioneer boats was the Industry, built in 


ENGINE OF THE COMET, BUILT IN 1812. 


with paddles placed well forward, and light “guards” ex- 
tending the available deck space at the sides. The original 
engines were probably similar to those of the Comet, but 
were replaced by a new set in 1826; these latter were removed 
from the old hulk and shown at the Glasgow International 
Exhibition of 1888, and now have a permanent resting place 
in Kelvingrove Park, Glasgow. They comprise a single cylin- 


iil 
1 


> 
-) 
S 
= Set ——— 1 
I 5} 
a Le, ele 
===) | SS Ea ee eS 0 = naan 
—= (a2) Q | 
2 1 
Oo 


a \¥ 
=e\ 
qa \ 
a pe eee pa 


DECK PLAN OF INDUSTRY (1814). 


1814 by W. Fife, grandfather of the famous yacht designer. 
After sixty years’ service in the Clyde, she was laid up on the 
river bank, and remained an object of interest to passing visi- 
tors as late as 1890. Her deck plan, which we reproduce, is 
typical of practically all these earlier steamers—a full bow, 


der 16 inches in diameter and 24-inch stroke, driving two ordi- 
nary side levers. Spur gearing gave the engine a mechanical 
advantage of about 4:3 in this instance. A certain amount of 
grinding noise was inevitable in these geared engines, and 
earned for them the sobriquet of “coffee mills’; they never- 


342 


International Marine Engineering 


SEPTEMBER, 1909. 


theless were popular for many years, one of the first suc- 
cessful coasting steamers, the James Watt, of too horse- 
power, being fitted with them as late as 1822. 

The accompanying photograph of the shallow-draft steamer 
Inez Clarke, built by Messrs. Yarrow, in 1879, for South 
America, is at present the most popular type for inland navyi- 
gation throughout the world. She obtained a speed of 15 
knots on a draft of 15 inches. Some twenty of these craft 
were constructed for the British military expedition up the 
Nile in 1885. 

As may be readily noted here, we have the conceptions of 
Hulls and Symington—stern wheel, horizontal engines and 
multiple rudders—perfected. The modern development in 
general structural design of the hull is perhaps more marked 
in character than that of the machinery arrangements. 


Stevens to resort again to the reciprocating engine, and in 
the following year, 1803, he constructed a small reciprocating 
engine and installed it in the same boat, driving the shaft by 
means of bevel gears. A somewhat greater speed was ob- 
tained with this than with the rotary engine. 

In 1804, Col. Stevens achieved his most successful results 
with early screw-propeller steamboats. His boat was 25 feet 
long and 5 feet wide, and was fitted with twin screws, driven 
by a Watt engine having a cylinder 4% inches in diameter 
with a g-inch stroke. The beam was omitted; the boiler was 
2 feet long, 15 inches wide and 12 inches high, containing 
eighty-one tubes, each 1 inch in diameter. This boat was 
successfully operated in the Hudson River in May, 1804, ob- 
taining a speed of about 4 miles an hour. Due to accident, it 
was necessary to replace the boiler, and the next one was 


INEZ CLARKE (1879), THE MODERN DEVELOPMENT OF HULL’S AND SYMINGTON’S CONCEPTION. ‘4 


THE FIRST STEAM SCREW PROPELLER BOAT.* 


The steam screw propellers of Col. John. Stevens, in opera- 
tion on the Hudson River from 1802 to 1806, were the first 
to be used in steam navigation in any country. 

Col. Stevens cannot, however, be considerd the inventor of 
the screw propeller for the propulsion of vessels, for this de- 
vice was proposed by the methematician, Daniel Bernouli, in 
1752, and it was also described by David Bushnell in 1787, 
although Bushnell’s propeller was operated by hand. The 
same idea was afterwards suggested by Franklin, Watt and 
others. Previous to 1802 the screw propeller was twice pat- 
ented in England, but the propeller was not driven by a steam 
engine. 

The first application of steam to a screw propeller was made 
by John Stevens on the Hudson iii the year 1802. The engines 
that he tried in 1802, 1803 and 1804 were all non-condensing, 
and the boilers were all multi-tubular, using high-pressure 
steam. The propeller was a shori, four-bladed screw. 

The engine which Col. Stevens used in 1802 was constructed 
on the rotary principle, to avoid the bad effects of the alter- 
nating strokes of engines of the ordinary construction. The 
cylinder was of brass, about 8 inches in diameter and 4 inches 
long. It was placed horizontally on the bottom of the boat, 
and by the alternating pressure of the steam on two sliding 
wings, an axis passing through its center was made to revolve. 
This axis, or shaft, passed through the stern of the boat, and 
on its outer end the propeller was fastened. This constituted 
the whole of the machinery. Working merely with the elas- 
ticity of the steam no condenser or air pump was necessary, 
and as there were no valves no apparatus was required for 
opening and closing them. 

This engine was installed in a flat-bottom boat 25 feet long 
and about 5 or 6 feet wide, and a speed of about 4 miles an 
hour was obtained. Difficulty in keeping the packing of the 
wings in the cylinder tight for any length of time led Col. 


* Abstract from an article by Francis B. Stevens, in the Stevens In- 


dicator, April, 1893 


constructed with the tubes placed vertically. Under certain 
conditions it was possible to obtain a speed of 7 or 8 miles 
an hour with this boat. The illustration shows the original 
boiler and engine used in this boat, which is now on exhibition 
at the Stevens Institute, Hoboken, N. J. 

Col. Stevens’ plan for working twin screws by a single 
cylinder is the most simple one that could be devised. The 
reaction of the connecting rods against each other at their 
junction with the piston rod acts as a parallel motion to keep 
the rod in alinement, performing the same office as slides. 
When the screw propeller came into use after a lapse of nearly 
forty years, this plan of a single cylinder for twin ‘screws was 
revived, both in America and abroad, being known in France 
as the Etoile engine. The valves on this twin-screw engine 
are formed by two-way cocks, a modification of the single-way 
cocks used by Savery and Newcomen, one cock at each end of 
the cylinder answering both for the admission and the exhaust 
of steam. The valve motion was derived from a crank on the 
inboard end of one of the propeller shafts. This crank worked 
a rack, the teeth of which meshed into those of the wheels on 
the plugs of the two-way cocks, this motion being similar to 
the toothed rack and segment of a wheel used by Watt in one 
of his first engines to raise his conical valves. 

The boiler is one form of the multi-tubular boiler ravented 
by Col. Stevens. It has twenty-eight copper tubes, each 1% 
inches in diameter and 18 inches long; fourteen tubes project- 
ing from each side of a rectangular chest. The grate is placed 
at the end of one set of tubes, and the flame passes around 
these tubes and then under the chest and around the tubes at 
the other end to the smokestack. 1 

Some of Col. Stevens’ ideas relative to his screw propeller 
were set forth in an interesting letter to Dr. Robert Hare, of 
Philadelphia, Pa. In describing the propeller he said that to 
the extremity of an axis passing nearly in a horizontal direc- 
tion through the stern of a boat is fixed a number of arms with 
wings like those of a windmill or smoke-jack. These arms are 
made capable of ready adjustment, so that the most advan- 
tageous obliquity of their angle may be obtained after a few 


SEPTEMBER, 1909. 


International Marine Engineering 


343 


trials. He evidently expected to utilize propellers in shallow- 
draft boats by increasing the number of the propellers, and, 
consequently, diminishing their diameter. He stated that it 
was absolutely necessary to have at least two propellers re- 
volving in opposite directions, to prevent the tendency to 
rotation which a single wheel gives to the boat. Lack of 
efficiency in the propeller he accredited partly to the fact that 
the proper angle of obliquity was not attended to, and to the 
fact that the wings were made with a flat surface, whereas 
a certain degree of curvature was necessary. 

At the date of the introduction of the screw propeller com- 
mercially, the pressure of steam carried on the boilers of con- 
densing engines of the vessels that then navigated the bays 
and rivers of the Atlantic seaboard averaged about 30 pounds 
per square inch, while on Western river steamboats the pres- 


for the abandonment by Col. Stevens of his plan of screw 
propulsion. There were no toois or workmen in America at 
that date competent to properly construct such machinery, 
and, therefore, success was impossible. Realizing this, Col. 
Stevens turned his attention to the paddle-wheel, with its 
slow-moving engine, and with the boilers then in use carrying 
steam at pressures of 2 or 3 pounds above the atmosphere. He 
was engaged in building the Phoenix when Robert Fulton 
arrived from Europe with the engine made for him by Watt 
in 1806, which, complete in all its details, and, in these re- 
spects, far in advance of any engines that could then have been 
built in this country, achieved success. 

The paddle steamboat Phoenix was completed a few weeks 
after Fulton’s Clermont, but, as she was debarred from navi- 
gating the Hudson River by the monopoly given to Fulton by 


BOILER, ENGINE AND PROPELLERS OF COL. JOHN STEVENS’ FIRST SUCCESSFUL STEAMBOAT, 


sure averaged 140 pounds. At the same date the steam pres- 
sure on English vessels was virtually the same that Watt had 
established, namely, 21%4 to 3 pounds per square inch. The 
Great Western in 1838 carried that pressure, and the iron 
screw propeller Great Britain in 1864 carried only 5 pounds 
pressure. 

Col. Stevens’ attempts to introduce steam navigation by the 
screw propeller lasted for six years, and were relinquished 
only one year before the successful application of the paddle- 
wheel by Fulton. The five distinct improvements he proposed 
were: First, the short, four-bladed screw propeller. Second, 
the use of high-pressure steam. Third, the multi-tubular 
boiler. Fourth, the quick-moving engine, direct connected to 
the propeller shaft. Fifth, the use of twin screws. None of 
these improvements were applied to steamships for forty years 
thereafter, and yet all are elements in the success of ocean 
navigation at the present day. 

An inspection of the rude workmanship of the twin-screw 
engine, as well as that of the boiler, will explain the reasons 


the Legislature of the State of New York, she was sent by 
sea to Philadelphia, and the Phoenix was, therefore, the first 
steamboat to navigate the ocean. 


The first steamship to cross the Atlantic Ocean was the 
Savannah, built in 1818 at New York City by Francis Fickett. 
The vessel was about 100 feet long, 28 feet beam and 14 feet 
deep. She was originally constructed as a sailing packet for 
the New York & Havre Line, but she was purchased by Scar- 
borough & Isaacs, of Savannah, Ga., and fitted with an engine, 
boiler and paddle-wheels. The engine was of the inclined type, 
built by Stephen Vail, of Speedwell, N. J., and the boiler was 
built by Daniel Dod, of Elizabethtown, N. J. The paddle- 
wheels were 16 feet in diameter, with eight radial buckets on 
each wheel, so constructed as to be folded up like a fan. The 
Savannah's first trip across the ocean was from Savannah, 
Ga., to Liverpool. The voyage was accomplished in twenty- 
seven days, eighty hours of which the vessel was operated 
under steam. 


344 


THE DEVELOPMENT OF WESTERN 
STEAMBOATS. 


BY CAPT. T. M. REES. 


RIVER 


The first steamboat to ply on the Western rivers of North 
America was the New Orleans, built at Pittsburg, Pa., by 
Livingston & Fulton, under the supervision of Nicholas J. 
Roosevelt, in the year 1811. It was 116 feet long, 20 feet beam, 
with about 7 feet depth of hold, fittted with a low-pressure 


STEAMER WASHINGTON, BUILT IN 


engine having a cylinder 34 inches in diameter. Propulsion 
was by means of side-wheels. There were two cabins, one 
forward for men and one aft for women. The boat was also 
fitted with two masts and sails, as, at that time, Fulton 
thought sails might occasionally be useful. The cost of the 
boat was about $38,000 (£7,810). 

The New Orleans made her maiden trip in September, 1811, 


STEAMER DEAN ADAMS, A TYPICAL MISSISSIPPI RIVER BOAT. 


and was regularly employed to carry freight and passengers 
on the route between Natchez and New Orleans. During the 
night of July 14, 1814, while a few miles above Baton Rouge, 
La., she grounded on a stump while the water was. falling. 
On endeavoring to free the boat, she sprung a leak and sank. 


International Marine Engineering 


SEPTEMBER, 1909. 


The next steamboats built for service on Western rivers 
were the Comet, 50 tons, in 1812, which was built from a 
barge; the Buffalo, 250 tons; Aetna, 361 tons; Vesuvius, 390 
tons, and the Enterprise, 75 tons, all built in 1814. 

The first two-deck steamboat with cabins between the two 
decks was the Washington, 148 feet long, built in 1814, under 
the supervision of Capt. Henry M. Shreve. She was also the 
first boat to have boilers with flues on the main deck, and her 
engines were the first high-pressure engines used. They were 
also the first engines placed in a horizontal position, giving 


& 


1814. (FROM AN OLD PRINT.) 


vibrations to the “pitman” or connecting rod, besides being the 
first to use a cut-off cam to secure the benefit of the expansion 
of the steam. 

The hulls of steamboats up to about 1830 were of heavy 
construction like a sailing vessel. As some of them were fitted 
with bowsprits and figureheads they had to be handled very 
cautiously in making landings to avoid damage to themselves 
or any other boats at the landings. The largest boat built up 
to 1832 was the Mohawk, whose tonnage is given as 555. 

The method used on Western river steamboats to supply 
feed water to the boilers up to 1843 consisted of side pumps, 
direct connected to the main engines. The main engine shaft 
was connected to the wheel shaft by a clutch, which could be 
disconnected by a very strong lever. When the boat was 
stopped, and it became necessary to supply water to the boiler, 
the shafts were disengaged by throwing the clutch out of 
gear, the engines at that time all having large, heavy fly- 
wheels. This method of supplying water to the boilers was 
used until 1843, when a horizontal pump, called the “wheel- 
barrow pump,’ was made by James Rees, which worked inde- 
pendently from the main engines. The first boiler-feed pump 
of the type known on Western rivers as the “doctor,’ was 
built for the steamer Missouri. As is well known, the “doc- 
tor’ has two cold-water pumps and two hot-water pumps. 
Water is taken direct from the river through the side of the 
boat by the cold-water pumps and passed through the heater, 
where it is heated by the exhaust steam, after which it is 
passed into the hot-water pumps, where it is acted upon by 
plungers and forced directly into the boilers. The original 
“doctor” was operated on one bed-plate with columns and a 
beam connected to the cylinder, with cross heads, slides and 
fly-wheel. The second pump of this type was built with a 
parallel motion, doing away with the slides, and was placed 
on the steamer Hibernia IT. 

The name “doctor” was given to this pump by engineers at 
that time because they claimed that it doctored all the ex- 


SEPTEMBER, 1909. 


isting evils by giving a steady supply of feed water to the 
boilers. Under all conditions of steam pressure, and with 
sandy or muddy water, this pump never failed, and it is known 
to this day in all parts of the world as one of the very best 
and safest pumps that can be put on a steamboat for river 


STEAMER CHICASAW, SHOWING METHOD OF LOADING COTTON. 


navigation. The first beam doctors were built by Messrs. 
Stackhouse & Nelson, engine builders, Pittsburg, Pa. 

Another invention was made about this time which showed 
that Western river boatmen were alive to their best interests. 
In the year 1843 the steamer Clipper was built with two steam’ 
cylinders, one high-pressure cylinder exhausting into a low- 
pressure cylinder, which was separated from the high by a 
distance piece. From the low-pressure cylinder the steam was 
_ exhausted into the heater and then outboard into the air. 
These engines would be called compound engines at this time, 
but were then known by Western river men as the Clipper 
engine, the name being taken from the steamboat on which 
they were first installed. They were built by Mr. Thomas 
Litch, engine manufacturer. 

In 1854-1855 six steamboats were built which had twin stern 
wheels, with four engines so connected that the wheels could 
be operated separately, so that one wheel could be turned 
ahead while the other was going astern, thus facilitating the 
handling of the boat. These six boats were the Challenge, 
built in 1854, and the Adriatic, Alma, William Baird, Aunt 
Lettie and North Star, built in 1855. It is believed that these 
were the first boats ever built with twin wheels at the stern. 
It is now thought by some of the oldest and best steamboat 


aeons 2 ee ay 


EXTERNALLY-FIRED FLUE BOILERS USED ON WESTERN RIVER STEAMBOATS, 


International Marine Engineering 


345 


men that by giving the modern Mississippi River boats, capable 
of carrying 4,000 or 5,000 tons of freight, the length and 
breadth of beam necessary to return to the twin wheel and 
four engines, and by making the pair to each wheel cross- 
compound, and by using balanced rudders, the Mississippi 


STEAMER J. N. HARBIN, A TYPICAL LIGHT-DRAFT COTTON BOAT. 


could be navigated safely on the present depth of water in 
the river without obtaining the 14-foot draft which is so 
earnestly advocated by the people of the Mississippi Valley. 

An idea of the growth and decline of steamboat building 
on the Western rivers can be obtained from the following 
record of the number of boats built annually in the Pittsburg 


district, which includes Brownsville: ' 
Number of Boats 


Year Built Per Year. 
i follies oy Sheree oo eee gadecDodeom cn rand I 
i caress USod dobavanadeC Ob uMOU Corr I 
Resa odadack odeouadoaneTc Scauua ng Ot 4 
Thence eats ad Bosra SURG oo oem neocons I 
iG) on dodoubecAaoUne > poe Mecmoonec.ccinT 4 
RNA) aaa SRST O RL So cbioon eae une ook 7 
IKAIG) pgouconnqedsoooneooDHKCOadoNnsEDOOC 8 
1h aH bowacomb eon acneebo AnoloMo mone 6 
Te? sta bomecine «a oeacinn OS Oontecs pee 9 
TE25 51 O3 OME a eter ers 12 
TIZO-WIQS ADO UW. coc0ccccccsopa00ccauce 30 
Wag) ~ <codboodoooacocdsogad0ouc 35 
TOMS ~~ ocoascousnudocoopoas0dcC 40 
TRVISAIRSO)- Ane hoa bobo odbeep une men oC 50 
T SOAR sia ieee rier eaten danraacls 80 


Since 1864 there has been a steady decline, until now the 
number seldom reaches more than two or three per year. 

The finest packets were run during the years 1845 to 1870. 
After the latter date the railroads cut in on the passenger 
traffic, and boats were then built principally for freight 
capacity: As an example of what freight boats were capable 
of doing at that time the steamer Paragonu—built at Pittsburg 
in 1873; of the following dimensions: Length, 265 feet; beam, 
48 feet; engines, 221%4 inches diameter, 8 feet stroke; five 
boilers, length, 26 feet, diameter 4o inches, each having two 
15-inch flues; paddle-wheel, diameter 26 feet, length of bucket 
28 feet, width of bucket 36 inches—made a trip from Cincin- 
nati to Wheeling, a distance of 370 miles, in forty-seven hours, 
carrying 1,450 tons of iron ore, with a depth of 6 feet of water 
in the river. On another occasion she averaged a speed of I0 
miles per hour from New Orleans to Cairo, carrying 1,000 tons 
on a draft of 5 feet forward and 4 feet 9 inches aft. 


346 


The towing of coal to the lower ports, which commenced 
about 1850, brought forth another type of boat with barges, 
which increased the tonnage of boats in Pittsburg, until in 
1901 it exceeded in registered and unregistered vessels the 
tonnage of New York by over 818,c0o0 tons. The capacity of 
these towboats increased from 50,000 bushels in 1855 to 
300,000 bushels in 1900. This increase was made notwith- 
standing the fact that in recent years the channels in the rivers 
have been artificially obstructed by bridges, the distance be- 


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International Marine Engineering 


. the construction of Western river steamboats. 


0 
im 


SEPTEMBER, 1909. 


Almost all styles of naval architecture have been used in 
In 1855 a 
stern-wheel boat was built with the rudder at the bow. A num- 
ber of boats with a recessed wheel have been built, called 
“bootjacks”; also twin hulls have been used, joined together 
to form a catamaran, with the wheel in the center. The 
tunnel boat and the cone propeller have also been used, but so 
far no design has excelled the stern-wheel boat for shallow 
river navigation. In competition with side-wheel boats, where 


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M.2HALL. GINO. 


A HIGH-PRESSURE POPPET VALVE LEVER ENGINE. 


tween piers in many cases being less than one-third the width 
of the river, which was formerly available from bank to bank. 
The increase is due largely to the experience of the crews, the 
use of improved machinery and improvements made in the 
boats and rudders, as it was about this time that the balanced 
rudder came into use for stern-wheel boats. As ordinarily 
used, the forward end of the balanced rudder extends under 
the stern rake of the boat, having about one-third of the 
rudder forward and two-thirds aft. 

The method of towing on the Western rivers is quite dif- 
ferent from that used on the Great Lakes, or on the coast or 
in foreign countries. The barges are all placed forward of the 
towboat, lapping not more than one-third on the forward end 
of the boat. When the entire tow is properly made fast, the 
boat is like a single huge rudder to the tow. This method of 
towing is now being adopted on other rivers, notably the 
Yukon. 


“DOCTOR” 


PUMPING ENGINE. 


navigation was difficult, the stern-wheel boats entirely drove 
the side-wheel boats from the trade, particularly in rivers like 
the Missouri, since with their spars set and the wheel at the 
stern they were able to pass over bars over which it was im- 
possible to pass with side-wheel boats. 

Shallow draft stern-wheel river steamers of the type de- 
veloped on the Western rivers are now being used in India, 


A HIGH-PRESSURE ROTARY VALVE ENGINE, 


Russia, Manchuria, China, Africa and South and Central 
America. In 1878 the first steel steamboat was built knocked- 
down for shipment in sections, and the first all-steel hull 
steamboat built on the Western rivers was the Chattehooche, 
built in r88r. 

Among the auxiliaries which are distinctive on Western 
river steamboats is the steam capstan, working with inde- 
pendent engines, which came into use in the year 1855. This 
was designed by an engineer named Jack Schaffer, and was 
built by Robert Rogers, who was also builder of the Rogers 
hand-capstan. Formerly, when boats were aground, the hand- 
capstan was turned by the negro deck crew, as most of the 


SEPTEMBER, 1909. International Marine Engineering 347 


ARRANGEMENT OF TANDEM COMPOUND ENGINES ON STERN WHEEL WESTERN RIVER STEAMBOATS, 


348 International Marine Engineering SEPTEMBER, 1909. 


deck crews on Western rivers at that time were composed of 
negroes, and, consequently, when the capstan was connected 
to an engine the engine was thereafter known as the “nigger” 
engine, because it did the work of the negro crew in hoisting 
freight from the hold and turning the capstan. The “nigger” 
engine was a small, single-cylinder engine, located between 
the main hatches forward, and was connected to the hoisting 
drums for each hatch as well as with the capstan. There was 
a reversing valve on the engine. About the same time a re- 
versing apparatus was applied to the main horizontal engines 
on stern-wheel boats by James Rees. 

The engines that have been in use for many years past are 
the horizontal slide valve engine with poppet cut-off; the lever 
poppet valve engine, the valve being made single, and the relief 
and double balanced, which developed from the single-side 
pipe to that of the double, with an expansion joint on engines 
over 5-foot stroke. Although piston valves in various forms, 
with cut-offs both inside and outside, have been used, since 1876, 
however, the double-balanced valve lever engine has been ac- 
cepted for the best work. Many improvements have been made 
on this engine. In 1870 James Rees improved it by a patent 
adjustable or variable cut-off, which did away with the cut-off 
cam by taking the motion from the cross head. Mr. John 
Evans, engineer, designed the full-stroke inside cam motion, 
which was used in the year 1882, and which has since been used 
by others, until now all modern boats built at Pittsburg do 
away with any cams whatever on the water-wheel shaft, taking 
the motion from the cross head or connecting rod. Indicator 
cards taken from these engines show an almost perfect 
diagram. 

The compound, the cross-compound condensing and non- 
condensing engines are in use on tow-boats and passenger 
boats on the rivers. 

The boiler which gives the greatest satisfaction is the hori- 
zontal tubular boiler, set in an iron casing, with from two to 
ten flues, ‘as may be desired, although the locomotive, the 
Scotch, the watertube and almost every conceivable type of 
boiler has been tried. Up to the present time, however, noth- 
ing has been found that fully meets all the requirements of 
the service as does the horizontal externally-fired tubular 
boiler. 


Pitsburg. Pa UA. 
Urawer No L 


"James Rees @ Sons Co 


"ACKET COMPANYS STEEL HULL STEAMER. 


_ §.8. BROWN 


DERIEMED FOR THE MEMPHS 


W.Haurx Brown 


ARKANSAS RIVER P 


f 


EARLY WAR STEAMERS. 


One of the earliest well-authenticated records of a steam- 
propelled vessel engaged in actual warfare occurs among the 
detailed despatches of the First Burmese War, in 1824-’26. 
Although this was primarily a punitive expedition of the 
Honorable East India Company to Rangoon, the company’s 
fleet was assisted by British ships and officers during the prin- 


STEEL HULL STEAMER S. S. BROWN, TYPICAL MODERN WESTERN RIVER STEAMBOAT. 


STEAM FRIGATE PH@NIX (1830). 


SEPTEMBER, 1900. 


International Marine Engineering 


349 


PLAN VIEW OF ENGINES AND BOILERS OF THE PH@NIX. 


cipal operations. Indeed, to Captain Marryatt, the famous 
novelist, who commanded H. M. sailing frigate Larne dur- 
ing the early stages of this campaign, must be awarded the 
credit, not only of first suggesting, but of successfully adopt- 
ing steam as an auxiliary to naval tactics. Finding a small 
paddle steamer, Diana, at Calcutta in 1823, he urged her in- 
clusion in the attacking fleet, and this vessel actually took 
part in the military operations of the following year. 

The Diana proved an indispensable adjunct to the expedition, 
and frequent references are made to her use for reconnoiter- 
ing purposes, transport of troops and towing vessels off the 
shoals. She is described as “unarmed,” although on one oc- 
casion she “kept up a well-directed fire of rockets,’ and on 
apother, “by skilfully decreasing and increasing her steam, 
he (the captain) wholly baffled the barbarians’ calculations of 
her speed, till he got them within reach of her carronades and 
musketry.” That her machinery was not free from break- 
downs, may be inferred from the frequent entries in the log of 
the Larne of sending “carpenters and sailmakers to Diana.” It 


may also be readily surmised that skilled mechanicians were 
scarce in those days, and one log-entry—after recording an in- 
jury to the leg of the Diana’s engineer—laconically adds “Took 
steamboat in tow and made all sail.” 

The origin and dimensions of this noteworthy vessel are 
somewhat obscure. She is mentioned as drawing 6 feet of 
water, and of being rather smaller than the Enterprize, a 
vessel 122 feet long by 27 feet broad, and of 470 tons and 120 
horsepower. Further, as this latter craft is credited with the 
first voyage from London to Calcutta under steam, in 1825, it 
is probable that the Diana was built in India about 1822: this 
surmise is bound up with the fact that the Snake, a small 
river steamer, was really constructed at Bombay, in 1820. 
Curiously enough, both the Snake and Enterprize appear to 
have rendered some services during the Burmese War. These 
events, however, have no direct bearing upon the attitude of 
the British Admiralty proper towards steam-propelled war- 
vessels. 

From Viscount Robert Melville, friend of Pitt, and First 


LONGITUDINAL SECTION OF THE ENGINES AND BOILERS OF THE PHENIX. 


350 


International Marine Engineering 


SEPTEMBER, 1909. 


Lord of the Admiralty for many years, came the decision to 
introduce steam propulsion into the British Navy, and in 1815 
the first steam sloop Congo was ordered for experimental pur- 
poses. When one reflects that the historical Clyde-built Comet 
was scarcely three years old, and that but two small passenger 
steamers had. that year—after much local opposition—com- 
menced to ply on the Thames, this would appear to have been 
a remarkably progressive step for a navy board still flushed 
with the triumph of the old order of things at Trafalgar. 

The Congo was built, but fitted out as a sailing vessel, while 
her engines, by Messrs. Boulton & Watt, Birmingham, were 
sent to Plymouth dockyard for pumping water. This, per- 
haps, is an unique instance of engineering atayvism. 

Six years afterwards, largely influenced by the elder Brunel, 
Lord Melville again essayed the problem and in 1822 had the 
satisfaction of seeing H. M. S. Comet—the first government- 
built steamer in the navy—ready for sea. She was constructed 


tions. We may therefore fitly describe these vessels as the 
first real war steamers in the British Navy. Further, the 
Phoenix fully justified her claims to military rank by taking 
part in the bombardment of St. Jean D’Acre in 1839. She ap- 
pears to have fired her guns with precision from easily-occu- 
pied vantage points, and was used by the Commander-in-Chief 
(Admiral Stopford) as temporary flag-ship, so as to better 
superintend the operations. The Salamander took part in the 
second Burmese War of 1851, while the Rhadamanthus gained 
some notoriety as the first steam vessel to make the voyage to 
the West Indies in May, 1832. 

In constructive features the Phoenix has a special claim to 
our notice as being a product of the famous master ship- 
wright, Sir Robert Seppings, who was surveyor of the navy 
from 1813 to 1832. A glance at the accompanying plan and 
sections of her hull, in the way of the machinery spaces, will 
reveal the fact that the shipwrights—the actual wood engi- 


ies ien Gogo appv mine Ye 
ELROD 
Be * 


ii 
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Seed 


fe 


SECTION THROUGH ENGINE ROOM OF THE PHENIX. 


at Deptford, under the supervision of the celebrated Oliver 
Lang, and measured 238 tons. Actual drawings of her en- 
gines are not available, but they were of the side-lever type of 
80 horsepower, with cylinders of 39.5 inches diameter, and 
stroke 42 inches. Flue boilers were used, and the paddle- 
wheels were 14 feet in diameter. 

During the next few years most of the Admiralty designers 
tried their ’prentice hands at steamship work. These craft, 
though built for the navy, carried little or no armament, and 
were chiefly used for towing large vessels in or out of harbor, 
for coastal voyages between home dockyards, or for occa- 
sional mail service to Gibraltar and Malta. Beyond, however, 
a progressive increase in dimensions and horsepower, they all 
had very much in common, and the side-lever engine, made 
by all the principal contracting firms, was practically uni- 
versal. As typical of this period we have reproduced details 
of the hull, boilers and engines of the Phoenix, and her sister 
ships Rhadamanthus and Salamander, built at various yards 
during the years 1827-’30. 

These “steam frigates” had the following principal dimen- 
sions: Length over all, 200 feet; breadth, inside paddles, 32 
feet; tonnage, 820. They differed from their predecessors by 
being well armed. At each end they carried a 6-ton traversing 
gun of 10 inches caliber and throwing an 84-pound shot—the 
most powerful gun then in the service: in addition, there were 
four 18-pounder carronades for use in various other posi- 


neers of those days—did their work thoroughly. The trans- 
verse framing here forms a solid wall of closely fitting Eng- 
lish oak timbers, varying in thickness from 20 inches at the 
floors to a molded depth of 6 inches at the top sides; these 
are secured by treenails and dowels, and further stiffened and 
bound together by inner and outer wood-skins, each 3 inches 
thick. Two special deck beams, 16 inches by 24 inches, 
strengthen the structure abreast of the paddles and shafting, 
while iron knees are introduced inside and outside in way 
of the sponsons. Under the engines and boilers are four con- 
tinuous, longitudinal bearers 14 inches wide and about 3 feet 
6 inches deep; these were usually made from hard-grained 
balks of African oak, and secured to the adjacent ship struc- 
ture by stout copper bolts clenched at each end. 

The boilers and engines of all three ships were identical, 
and were constructed by Messrs. Maudslay Sons & Field, 
London, who were first favorites with the Admiralty for this 
class of work. 

As is well known, the marine boiler did not develop so 
rapidly as other types, owing to official reluctance to increase 
pressures, and thereby provide fresh victims for “the Moloch 
of high-pressure steam.” 

Tron tank boilers, arranged in two separate units, are here 
shown. They were fitted with internal, rectangular flues, 
which gave some circulation to the heated gases before they 
reached the common uptake. Water spaces were formed at 


SEPTEMBER, 1909. 


the boiler sides and bottom, as well as inside the flue walls and 
bridges. Stop-cocks were provided for shutting off individual 
elements when necessary; this arrangement was quite an in- 
novation, most ordinary vessels being without such valve or 
cock, and thus there was a free communication between the 
boilers and steam pipe. A contemporary writer upon the sub- 
ject, however, is impressed with the necessity of all war 
steamers being provided with such fitting, owing to the diffi- 
culty of repairing a boiler if perforated by shot. Water, of 
course, was drawn directly from the sea, and therefore brine 
pipes and blowout cocks were necessary for getting rid of 
the saturated liquid and earthy matter. The need of an ex- 
ternal supplementary valve for this and other purposes brought 
the introduction of the Kingston valve at this period by Mr. 
Kingston, of Woolwich Dockyard; it consisted of a simple 
rod and conical valve, worked by hand, and opening outwards; 
by closing it, any necessary repairs could be safely done to the 
internal cocks and fittings. They were not universally used at 
this time, some early steamers haying to blow out through 
their seacocks, thus emptying their boilers, which had to be 
refilled before steam could again be raised, the vessel, mean- 
while, being compelled to sail, drift, or anchor for at least 
two hours. 

Steam pressures varied from 4 to 5 pounds per square inch. 
Safety valves, steam and water gages were generally fitted. 
Tubular boilers were adopted in the navy about 184o. 

The propelling machinery, in general design, is representa- 
tive of the side-lever principle in its most popular, practical 
form. Two independent sets of engines, double-acting and 
condensing, drove the paddle shaft by means of cranks at 
right-angles to each other; this gave an easier and more uni- 
form motion, with less liability to absolute breakdown, than 
the single engine of the earliest boats. A striking feature of 
the whole design is the heavy character and architectural form 
of the upper and lower head-stock framing in cast iron—the 
Gothic style here shown being a favorite one. The two sway- 
beams or side-levers to each set were 14.25 feet. between cen- 
ters, and were driven by the metallic-packed piston (a rarity at 
this period) by means of side rods attached to a cylinder cross- 
head. Rectilinear motion was given to the piston rod by ra- 
dius bars from each side rod acting through a rocking shaft 
on the main framing, and a single back link to one of the 
side-levers. 

Long D slide valves were used, each actuated by an ec- 
centric rod from the paddle shaft to an arm on the working- 
gear shaft. The condensers, each placed inside the lower 
framing, were of the jet type, and supplied by a sea-injection 
valve similar in character to a Kingston, but provided with a 
grid and guide rod; it was kept open by a cotter pin. Above 
the condenser was the “hot well,” and above this again the 
peculiar dome-shaped “air cone,” used to prevent any water 
escaping into the engine room. The condenser was cleared by 
a vertical single-acting air pump—a foot or clack valve regu- 
lating the operation; the pump was driven by side rods from 
both main levers. For convenience in disconnecting the 
cranks, when under sail, as well as to reduce the shock to the 
engines of heavy seas striking the paddles, the crank pins were 
made in two parts, connected by an intervening piece or driy- 
ing link—a variation of the drag link: under normal circum- 
stances the paddles could be thrown out of gear in about 5 
minutes. 

All working parts, except the main levers, were wrought 
iron. Each set of engines was 110 horsepower. The cylinders 
were 55.5 inches diameter, with stroke of 60 inches. The 
paddle-wheels were 20 feet diameter and had fixed floats 8.5 
feet by 2.5 feet. With an average of fifteen strokes per 
minute, a speed of 8 knots was obtained. As far as authentic 
records of coal consumption exist, they point to 7 to 8 pounds 
per indicated horsepower. 

A scale model of an almost identical set of engines—for 


International Marine Engineering 


So! 


H. M. S. Dee, 1827—is shown in the machinery section of 
the Victoria and Albert Museum, South Kensington: it is 
supposed to have been made by Henry Maudslay himself. 

The estimated weight of this type of marine equipment, in- 
cluding engine, boiler and water, and paddles, was 1 ton per 
horsepower. With the somewhat later direct-acting engines 
and tubular boilers, this was reduced to 12 hundredweight per 
horsepower. 

Notwithstanding its weight and space occupied, the side- 
lever engine had the advantages of giving an easy, effective 
motion to the piston, owing to the great length of connecting 
rod; the weight of moving parts were so balanced that the 
piston was in equilibrium and easy to start, and there was 
less wear and friction in bearings than in most rival types of 
marine engines. In the mercantile navy this type found even 


=f 


oot 
ANNAN 


DETAILS OF THE KINGSTON VALVE. 


greater favor than in the Royal Navy: all the early Cunard 
liners were fitted with them—the finest and largest example, 
perhaps, being those of the famous Scotia (1861), the last 
paddle-driven Cunarder; they had cylinders 100 inches diame- 
ter driving, with a 12-foot stroke, paddle-wheels 4o feet in 
diameter. 

Paddle-driven warships probably reached their highest de- 
velopment in 1845, by the construction of the Terrible—one 
of the most powerful vessels of her time. She measured 1,847 
tons, had four (direct-acting) cylinders of 72 inches diameter, 
developing 800 horsepower, and carried sixteen heavy guns. 

In these swaddling days of steam, sails were a necessary 
auxiliary in all vessels, but it is an interesting fact that it 
took the Royal Navy just a half-century to grow out of them. 
As far as possible, in the Phoenix, the rig was simplified, and 
the upper masts and yards were easily lowered on deck when 
steaming. 

Of course, the paddle steamer per se was never the beau 
ideal of a fighting machine, and from this date it was rapidly 
displaced by the screw-propelled ship. Apart from its in- 
trinsic merits, this change made a strong appeal to what one 
may describe as naval estheticism. If steam had to be toler- 
ated, how much more ship-shape to place its externals out of 
sight than to have two ungainly excrescences amidships? 
That the underwater propeller was less vulnerable was, per- 
haps, of no greater importance than that it avoided broken 
sheer lines and permitted once again the long serried rows of 
gun ports; aye, and even adapted itself readily to the pictur- 
esque three-deckers of the “good old times.” In 1842, there- 
fore, we find the Phoenix transformed: fitted with a 12-foot 
screw propeller and Penn’s vertical, oscillating engines, with 
which she realized a speed of 8.7 knots. G, 1”, 


352 


International Marine Engineering 


SEPTEMBER, I909. 


THE FIRST SEA-GOING ARMORCLADS. 


La Gloire of France; the Warrior of Great 
Britain. 


This year marks the jubilee of armorclad ships-of-the-line. 
That the present type of battleship, with its complex ma- 
chinery and marvelous capabilities, should have had its in- 
ception and development easily within the memory of living 
men seems scarcely credible. So familiar have become the 
outlines and attributes of the modern naval fighting machine 
that one rarely realizes that at the beginning of the Crimean 
War, in 1854, the combined fleets of Great Britain and France 


H. M.S. 


before Sebastopol were entirely wood-built wnarmored ves- 
sels, and many of them guiltless of the means of paddle or 
screw propulsion. Indeed, so comparatively recent has been 
this constructive revolution that one of the original parents of 
iron-clad navies—the Warrior—is still in existence and doing 
good and singularly appropriate service in the British Navy 
as mothership to torpedo craft. 

Incidentally this raises the interesting question of the 
origin or parentage of the modern battleship. If this were 


FIGUREHEAD OF H. M. S. WARRIOR. 


ever the subject of academic discussion, it would be fairly 
safe to claim it as of Anglo-American extraction, with French 
god-parents. The bases of such a claim may be thus briefly 
stated: Stripped of its multifarious, not to say unnecessary, 
fittings, the first class battleship of to-day reveals an armored 
sea-going vessel built of steel, and carrying its main arma- 
ment on movable turntables. These essential factors in the 
new naval materiel all came permanently into being during 
the momentous period of 1858-62. The practicability of the 
turret or revolving gun-platform was demonstrated with dra- 


matic completeness by the American Monitor, and the suit- 
ability of the metal hull for all naval and military purposes 
by the British WVarrior, the French having, meanwhile, solved 
the question of the sea-worthiness of armorplated vessels by 
their ocean-going, wood-built ironclads. The story of the 
phenomenal design, construction and success of the Monitor 
is well known, and it is therefore rather with the earliest de- 
velopments of the modern warship in France and Great 
Britain that we propose to deal. 

To obtain a clear conception of the need for any -such 
revolutionary changes in warship design, we must revert to 
the period when the explosive shell made its début as a de- 


WARRIOR, THE FIRST IRON-BUILT SEAGOING ARMORCLAD IN THE WORLD. 


structive agent in naval warfare. At Sinope, in 1853, a 
Turkish squadron of twelve ships was attacked by shell fire 
from an inferior Russian fleet; and a single Turkish ship 
alone escaped to tell the tragic tale of conflagration and de- 
struction. This gave food for thought to all the important 
Powers. Were not their magnificent fleets of wooden line-of- 
battleships and frigates all liable to the same fate? Such 
vessels could be relied upon to stand severe battering with 
orthodox missiles, as many a long, hard-fought engagement 
would bear witness; but against these bursting fireballs— 
scattering death among the gunners and blasting and burn- 
ing with their fierce breath the stoutest oak timbers—they 
could hope to offer no prolonged resistance. Obviously, some- 
thing was necessary to give the hitherto invincible wooden 
walls adequate protection against this new-found form of 
attack. All felt that a change in the existing order of things 
was impending—was imperative—but few dared to hasten the 
inevitable. 

Undoubtedly the earliest attempt to put into practical form 
the current speculative theories upon this vital question was 
made by Napoleon II]. In 1855 he built several small barge- 
like vessels, clothed them with thick iron plates and sent them 
into the forefront of battle against the Russian forts at Kin- 
burn. To the surprise of an onlooking world they survived 
the fiery ordeal comparatively unscathed; both shot al shell 
fell harmlessly upon their protected sides. 

So convinced was the British Government of the value of 
this experiment that they rapidly built a number of similar 
small batteries. But the ultimate logic of these significant 
events had yet to be reached. Light draft batteries, with 
small crews, little stability, and no maneuvering qualities 
could never form the first fighting line of a great sea power. 


SEPTEMBER, 1909. 


International Marine Engineering 353 


LA GLOIRE, THE FIRST FRENCH SEAGOING ARMORCLAD, 


What then? Why—if mobility, sea-worthiness, coal-carrying 
capacity, fast-steaming qualities were as necessary as the 
powers of defense and offense—then the warship of the future 
must be a large sea-going ironclad! 

It required little imagination, to arrive at this conclusion, 
but it meant no small effort to the proud possessors of large, 
splendidly-equipped wooden fleets to fully realize its sug- 


upper decks and substituting on the dwarfed and lightened 
hull a breastwork of thick plates. 

On these lines, therefore, was constructed at Toulon in 
1858-’59, the famous La Gloire, the first sea-going ironclad. 
As many existing accounts of the genesis of this noteworthy 
vessel are cither vague or misleading, it will be well to give 


some authentic details on this matter. 


TYPE OF ENGINE USED IN H. M. S. WARRIOR. 


gestiveness. Like a troublous nightmare, the problem of naval 
efficiency sat heavily upon the Great Powers. 

Again the initiative came from across the Channel. M. 
Dupuy de Lome, the eminent French naval architect and en- 
gineer, suggested the transformation of existing two and 
three-decked ships into single-decked armor clads by the 
simple expedient of omitting in the new design the heavy 


To make one essential feature clear, La Gloire was an en- 
tirely new ship, and not a converted three-decker. M. de 
Lome, with ten years’ experience at the French Bureau of 
Construction, set about hts task of heading a naval revolu- 
tion with admirable caution, and with the least possible dis- 
turbance of existing traditions. 

One of the most successful types of screw war vessel in the 


354 


International Marine Engineering 


SEPTEMBER, IQO9Q. 


French Navy at this time was a 9I-gun class, known as the 
Napoleon or Algésiras class, built in 1850-’55. Tested under 
steam and sail in all conditions of service, they had proved 
highly satisfactory. Assuming this safe type, therefore, as 
his criterion, and furnished with all necessary data as to their 


consisted of hammered iron, in pieces 6 to 12 feet long and 2 
to 3 feet wide, arranged brick-fashion on the side; the idea of 
rolled plates came from England at a somewhat later date. 
Each plate was secured in position by twenty to thirty gal- 
vanized wood-threaded bolts or screws 18 inches long and 1.5 


AW 


Ze 
is 


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4 yy { Zoo 
i] Pe © 
cgay yg 6 Sata VATA 
hy 4 —IWSZ 
a t > 


MIDSHIP SECTION OF THE WARRIOR CLASS, SHOWING LOCATION OF THE ENGINES. 


performances at sea, M. de Lome carefully made—on paper— 
the calculated readjustments of weights to produce a new 
armored design, with all the established virtues of the old 
unarmored one. He found that by the removal of the two 
upper decks and their guns, plus a proportionate reduction in 
crew and stores that would naturally follow, he could save 
about 800 tons, or, approximately, the total weight of armor 
required for the protection of a frigate or one-decked design 
having the same displacement as the model ship. From plans 
prepared on these assumptions La Gloire was actually built. 

As the normal hull-framing of the later types of wooden 
men-of-war was specially arranged to support heavy top- 
side weights, in the form of several tiers of heavy-gunned 
decks, it was fairly well fitted to carry this freshly-disposed 
load of external armor without undue structural straining. 
Few additions were therefore made in the new design to the 
massive bridge-like combination of vertical, horizontal and 
diagonal oak timbers with overlying riders, which formed the 
lower middle structure of the pattern type. 

The upper works were built into a solid wall of timber in 
order to make a stout “backing” for the iron plates. A simple 
upright stem was substituted for the familiar overhanging cut- 
water, and some modification was made in the shape of stern 
to avoid extreme curvature in fitting the plates; these, with a 
slight addition to the total length of vessel, were the chief 
structural changes embodied in the new ship. 

The cuirass, or belt of armor, extended completely around 
the hull, with a total width of 18 feet, of which 6 feet were 
below the waterline. It varied in thickness from 4 inches to 
4.75 inches, sufficient to meet the attack of the British 68- 
pounder gun, the most powerful gun then afloat, and to thus 
give protection to thirty-four of her own main armament of 
46-54-pounder guns. (It is a striking commentary on the 
half-century’s progress in naval artillery to note that the 
modern 12-inch gun, or 850-pounder, is capable of penetrat- 
ing 50 inches of wrought iron armor.) This armor plating 


TS DANS WA SS PA SAS SCS AS SAAS 


es 


MIDSHIP SECTION OF LA GLOIRE (1858). 


inches diameter, with countersunk heads; these were con- 
sidered preferable to nut and screw bolts under the jarring 
effects of shot attack. 

A special feature of the upper deck of the new ship was an 
armored redoubt or conning tower. This formed part of the 
navigating bridge at the after end, and gave protection to the 
steering wheels, and to the responsible officers during action. 

Following the usual practice in warships of this period, the 


SEPTEMBER, 1909. 


International Marine Engineering 


355 


propelling engines were placed as low as possible in the ship’s 
hold, as a safeguard from gun fire, and were arranged with 
remarkable compactness in the cramped spaces on each side of 
the propelling shaft. (It was not until nearly twenty years 
afterwards, when the armored or turtle-back deck at the re- 
gion of the waterline gave special protection to the ship’s 
vitals that the present vertical types of engines came into 
favor.) To meet the current requirements of height and 
space, therefore, the cylinders of all engines were horizontal, 
and either the “crank” or “return connecting rod” principle 
adopted to obtain the necessary length of stroke. It is in- 
teresting to compare three typical methods used by representa- 
tive engineers to meet these demands. It will be seen by the 
Warrior's engines, Messrs. Penn made a passage for the piston 
and connecting rod actually inside the circumference of the 
steam cylinder. Messrs. Napier found a cooler place for the 
purpose, inside air pumps of large diameter; while M. de 
Lome favored a recess or tunnel, formed inside the con- 
denser area. These latter engines were of the return con- 


rod crosshead, which was carried in slides fixed to the top of 
the condensers. 

Steam was supplied at 25 pounds per square inch by eight 
return flue boilers, arranged in sets of four on each side of 
the center line; there were four furnaces to each boiler. 

A four-bladed propeller, 17 feet in diameter, was used: on 
trial with fifty-one revolutions per minute and 2,537 indicated 
horsepower a speed of 13 knots was attained. 

At sea, the behavior of the experimental ironclad quite ful- 
filled the expectations of her designer; in speed, handiness 
and weatherly qualities she was at least the equal of her un- 
armored consorts. A fleet of similar vessels was at once pro- 
jected and built, and it is a curious historical fact that, not- 
withstanding the rapid adoption of iron-built and armored 
warships by most other nations after 1860, the French re- 
tained confidence in their wood-built ironclads until 1872, 
when about thirty of such vessels had been added to their 
fleet. 

Meanwhile, before the trials of La Gloire had demonstrated 


Be Fe: 
: a 


As: 


} 


PLAN VIEW OF THE ENGINES OF LA GLOIRE (1858). 


necting-rod type that the designer had already popularized in 
the French Navy, and which eventually superseded all other 
forms; with slight modifications they continued in general 
use as late as 1885. 

The two steam-jacketed horizontal cylinders were placed on 
the starboard side of the main shafting, while the condensers, 
of the jet type, were arranged on the port side. Solid, trans- 
verse timber-bearers, varying from 12 to 24 inches in thick- 
ness, formed a continuous engine bed some 20 feet in length. 
Each cylinder had a diameter of 81 inches and a stroke of 
49.5 inches, the two cranks being set at right angles: on the 
underside of the cylinders were relief valves which auto- 
matically discharged accumulated water into the condensers 
at each stroke of the pistons—a precaution not then adopted 
by British engineers. Two piston rods were fitted to each 
cylinder, joined by a diagonal cross-head, working in top and 
bottom slides within the condenser recess. Distribution of 
steam was effected by long D-valves placed on top of the 
cylinders and operated by a valve crankshaft; this was ar- 
ranged directly over the main shaft, from which it was driven 
by two equal spur wheels: motion was given to each valve by 
twin connecting rods from the valve shaft joined to a valve 


the practical success of so powerful a battle unit, Great 
Britain took alarm at the significant naval policy of her heredi- 
tary rival. As far back as 1855, English designers had sub- 
mitted plans for new armored vessels, but divided counsels at 
the Admiralty had militated against their adoption. How- 
ever, this formidable menace to British sovereignty of the 
seas was a trumpet-call to arms—an appeal for immediate 
and united action. From the dusty archives of Whitehall, 
from the secret lockers of the great engineering and ship- 
building firms, came a ready response. For a time, at least, the 
period of debate and vacillation had passed, and a unanimous 
cabinet sought and readily obtained the advice of practical 
men both outside as well as inside the government service. 
So prompt and so ungrudging were their labors that within a 
few months of the birth of the French prodigy a British rival 
was announced, larger—stronger—faster, and more revolu- 
tionary in character! 

At Blackwall, in May, 1859, was laid down H. M. S. War- 
riov—the most novel, most powerful, speediest man-of-war of 
her time. Some idea of the boldness and magnitude of the 
step taken by the British Admiralty may be gathered from the 
following summary: 


356 


International Marine Engineering 


SEPTEMBER, IQ0Q. 


The Warrior was half as large again as her French con- 
temporary, was a knot faster, and carried her battery of the 
heaviest guns afloat 3 feet higher than La Gloire. But far 
above these substantial claims to superiority was the unique 
fact that the Warrior was structurally built of iron! The 
massive wooden ribs and planking of La Gloire had been out- 
matched in strength, durability and lightness by a combi- 
nation of metal plates and frames which, still further, pos- 
sessed the inestimable virtue of incombustibility. Her grace- 
ful sheer, clipper-bow and general yacht-like lines were the 
admiration of even her critics, and were a striking contrast to 
the heavy, ungainly aspect of La Gloire. 

But this triumph of British enterprise and skill was not 
originated or consummated without some opposition and diff- 
culty. Serious obstacles were forever confronting the Par- 
liamentary advocate, as well as the technical adviser. It re- 
quired as much finesse and tact to pilot each untried revo- 
lutionary proposal: through a House of widely divergent 
opinions as indeed it required engineering courage and re- 
source to rapidly construct an unprecedented design in an en- 
tirely new material. The ultimate issue, therefore, was as 
much due to the untiring zeal of the Admiralty chiefs—Sir 
John Pakington and Sir Baldwin Walker—as to the practical 
skill of the Chief Constructor (Isaac Watts) and his colleague 
John Scott Russell, of Great Eastern fame. 

One can scarcely realize, except by close study of contem- 
porary records, the strong widespread prejudice against the 
use of iron for war-vessels that existed at this period. Iron had 
been successfully adopted in the construction of merchant 
ships and transports for over twenty years previously, but 
the idea of adopting such an experimental basis in the build- 
ing of our first line of defense was, to many, fraught with 
grave national risks. 

All tradition and long precedent was against it! The 
staunch old wooden walls had, from the time of Queen 
Elizabeth, worthily upheld the prestige of Englishmen upon 
the sea, and—was it altogether wise to introduce an entirely 
strange and new fighting machine? Further, the existing navy 
had been the gradual, almost imperceptible, growth of cen- 
turies. Modifications had slowly crept in as regards size and 
form of various classes, but the general features of the ship 
of 1850 were practically the same as of those which defeated 
the Spanish Armada in 1588. Now, the well-tried oaken tim- 
bers were to be hastily displaced by a new material, which, 
furthermore, had not escaped unscathed from the ordeal of 
several practical tests under gun fire. 

The launching and rapid fitting-out of La Gloire, however, 
influenced many waverers. New iron vessels were laid down, 
and plans for larger and more costly units approved. At the 
same time the work on the Warrior was pushed forward, and 
just before the close of 1860, the hull was ready to leave the 
slipway of the Thames Yard Shipbuilding Company, Ltd. 
(now Thames Ltd.), Blackwall; her phenomenal launching 
weight of 4,350 tons made this event of special interest to 
shipbuilders and engineers throughout the kingdom. But the 
interest awakened by the building of the Warrior was world- 
wide, and more notables were to be seen at Thames Yard and 
Victoria Docks than, perhaps, ever visited a private establish- 
ment before or since. Royalties, Ambassadors, Attachés came 
from all the Courts of Europe, and, as a result, the Thames 
Yard ultimately received orders for the construction of many 
of the earliest iron-built armor-clads possessed by Spain, 
Turkey, Russia, Germany, etc. 

In August, 1861, the Warrior was handed over to the gov- 
ernment to complete her sea-equipment and prepare for trials. 

As may be seen by the cross-section of this remarkable ves- 
sel, her general structural features bear a close resemblance 
to those of the modern battleship. There is a combination of 
longitudinal and transverse girder frames, the former being 
continuous throughout the greater part of the vessel’s length, 


and spaced as shown, while the latter are worked intercostally 
and spaced 44 inches apart. It will be noted that the trans- 
verse frames extend slightly above the longitudinal, and are 
tied together by double angle-bars, which take the inner curva- 
ture of the hull: this was a precautionary detail of the early 
iron worker, which was soon discontinued as an element of 
transverse strength. The simple “bracket” plate, as used at 
present, was first adopted in the Bellerophon of 1865. At the 
extremities of the Warrior, the transverse frames were 
spaced 22 inches apart and formed of stout angle-bars (and 
reverse bars). The shell plating varied from 11% inches to % 
inch in thickness. The cellular double bottom was limited in 
breadth to the first longitudinals on each side, and in length, 
to the machinery spaces. Watertight bulkheads and decks 
subdivided the hull at all important positions. Stem and stern 
posts were heavy iron forgings. 

Box girders, fitted both fore-and-aft and athwartship, car- 
ried the weight of the propelling engines. These were of the 
ingenious “trunk” type, popularized by Messrs. John Penn & 
Son, of Greenwich. Their general character and arrange- 
ment is shown by our illustrations. The two cylinders were 
each 112 inches diameter; the largest ever cast for marine 
purposes at this time. To obtain a length of stroke of 48 
inches in strictly limited space, the piston rods and guides were 
abolished, and light, sliding trunks, carrying the inner ends of 
the connecting rods and passing completely through the cyl- 
inders, were substituted. Occasional leakage of glands, and 
losses, due to the alternate heating and cooling of the trunk 
surfaces, appear to have been the only drawbacks to this ex- 
cellent type of engine, which continued to be fitted to large 
warships as late as 1876. Steam at 22 pounds per square inch 
was supplied by ten tubular boilers, each fitted with four fur- 
naces. Under steam trials in 1861, with a 24-5 foot Griffiths’ 
screw, a speed of 14.35 knots was obtained, the engines mak- 
ing about fifty revolutions per minute. 

Unlike La Gloire, the Warrior was not armor-clad from end 
to end. Her 4.5-inch iron belt, with 18 inches of wood- 
backing, extended over only 213 feet of her amidship length, 
an efficient termination to these armored sides, however, being 
given by armor screens or bulkheads across the ship, which 
afforded protection from raking gun-fire. The unarmored 
ends of the vessel were safeguarded by cellular subdivision. 

Another marked difference in the designs of the two ves- 
sels was the treatment of sail propulsion. The Warrior was 
fully ship-rigged, and under sail-power alone proved almost 
as fast as the “crack” wooden frigates in the British Navy. 
A lifting screw propeller and a telescopic funnel provided 
for sailing cruises. Under both steam and sail power the 
vessel attained a speed of over 17 knots, making her by far 
the fastest warship afloat. In La Gloire, sails were considered 
chiefly as an auxiliary, a light schooner rig being adopted. 
When using sail alone, a short length of main shafting was 
uncoupled, and the propeller revolved idly in the water. 

It is interesting to note that with the Warrior class ended 
the picturesque practice of fitting elaborately-carved figure- 
heads in the British Navy. 

The more distinctive particulars of the rival vessels are 
given in the following comparative table: 


La Gloire. Warrior. 

Length (waterline)... 255 feet. 380 feet. 
Breadth..... 5Oe detects 58 feet. 
Draft, mean. 2508 eet. 26 feet. 
Displacement. ate 5,700 tons. 9,000 tons. 
Armament (original). 46 (54 pounders). 40 (68 pounders). 
Guns, above waterlin x 6 feet. 9 feet. 
ATMOT Ee ieeeentee nen Chie 4.75 inches (com- 4.5 inches (par- 

plete). tial). 
Indicated horsepower ...... 2,500 5,600 
Speed ayant c auee 13 knots. 14.35 knots. 
Weight of machinery....... 830 tons. 920 tons. 
Cost of machinery......... £50,000 ($243,325) £75,000 ($364,990) 
Cost of hull...............| £145,000 ($705,643) £300,000 ($1,459,950) 


SEPTEMBER, 1909. 


International Marine Engineering 


357 


These also afford opportunities for some instructive paral- 
lels with warships of to-day. A good impression of the rela- 
tive size and appearance of the two ships is given by our illus- 
trations, drawn to the same scale. 

On the grounds of economy and expediency the French had 
every reason to be satisfied with their policy: vessels of La 
Gloire type were better maneuvered and armored, and could 
be produced more cheaply and rapidly than those of the 
Warrior type: it was, in fact, an ideal transition policy, and 
an excellent method of using up old material. It, indeed, had 
many adherents in Great Britain. Although vessels similar to 
the Warrior continued to be built, a number of the old wooden 
line-of-battleships were converted into ironclads. But, per- 
haps, the most amazing chapter of this vacillating, if epoch- 
marking, period, was the action of the British Government 
in purchasing huge stores of timber and continuing to build 
wooden warships that were already marked down for the ship- 
breaker by their own policy of iron construction. 

Of the reputed progenitors of the modern battleship then 
we have now only the Warrior left to us. Owing to recent 
alterations, it is too late to save the historic vessel in its en- 
tirety, but it is to be hoped that when the old craft has dis- 
charged her maternal duties unto decrepitude, something may 
be spared—something of her machinery or hull found worthy 
of national preservation, so as to hand down to posterity; 
some living, lasting memorial of a red-letter period in marine 
construction and engineering. 12, 


NELSON’S FLAGSHIP VICTORY. | 


BY G. PINHORNE, M. I. N. A. 


Exactly 150 years ago, in the Royal Dockyard at Chatham, 
was laid down the keel of the famous Victory, Nelson’s flag- 
ship at Trafalgar. This eighteenth century relic, many times 
restored, but with much of the original oak timber work 
preserved within her, still floats near the entrance of Ports- 
mouth harbor, where she has done duty as flagship for suc- 
cessive commanders-in-chief for over eighty years. 

Interest in the great national hero and the old vessel, with 
which his name is imperishably associated, has been much 
stimulated in recent years by the work of the Navy League, 
as well as by the historical studies of Capt. (now Admiral) 
Mahon and other naval writers. In connection with this 
revival, one of the most novel and appropriate methods 
adopted to perpetuate the structural form, if not the name, of 


the vessel, was to have a steel-built ship as naval training. 


school for poor lads, on the actual lines of the Victory. This 
idea was successfully carried out and the modern-built Vic- 
tory took the name and place of an old wooden-built line-of- 


PERSPECTIVE SECTIONAL DRAWING OF H. M. S. VICTORY. 


battleship Exmouth, which had been doing similar appropriate 
duties on the Thames for many years. Professor Biles, of 
Glasgow University, proposed the designs for the new Ex- 
mouth, and, at his initiative, a thorough search was made 
among the Admiralty archives, which resulted in the dis- 
covery of the original sheer draft of the Victory. This valu- 
able but much dilapidated document has since been carefully 
copied, and a reproduction of it is given herewith. It was 
used in conjunction with the specially prepared sectional 
view, also shown, to illustrate a paper read by Sir Philip 


OUTBOARD PROFILE, BODY AND HALF-BREADTH PLANS OF H. M. S. VICTORY. 


THE DOTTED LINES SHOW THE RECONSTRUCTED VICTORY. 


358 


Watts, director of naval construction, before the Institute of 
Naval Architects in 1905, the Trafalgar centenary year. 

Here, then, we possess the key to an inner history of this 
remarkable ship, apart from, and corollary to, her oft-told 
achievements in 1805. To the ever-widening school of his- 
torical students and mechanics there is much of interest, 
something even of romance maybe, to be found in a short 
study of this unique product of long-past men and methods. 

Upon the original sheer draft may still be traced the signa- 
ture of Sir T. Slade, surveyor of the navy from 1755 to 1771, 
and dated “June 6, 1759.” There is to be seen also a marginal 
note, “Named Victory, by order, November, 1765.” This 
would seem to suggest that the new ship did not officially re- 
ceive her name until the year of her launch. She appears 
to have been built to replace another Victory, which was lost 
off Alderney in 1744, with Admiral Balchen and 1,000 men. 

From July, 1759, when the keel was laid, to May, 1765, when 
launching took place, the hull of the new ship was being slowly 
and laboriously pieced together on the slipway, the timbers, 
meanwhile, getting a certain amount of necessary seasoning. 
With the sectional view and supplementary detailed sketches 
before us, we may roughly estimate the work done and the 
manner of its doing. 

First, the heavy pieces of the main keel, about 20 inches 
deep and 16.inches broad, were laid straight and true upon the 
blocks; they were of tough English elm, scarfed together in 
as long lengths as procurable. Then came the floors or lower 
parts of the frames, laid crosswise, and of similar sectional 
dimensions to the keel and tapering towards their outer ends. 
For the purpose of “breaking joint,” these were placed with a 
long and a. short arm, alternately on one side the keel. Upon 
this assemblage, and firmly secured to it by 1!4-inch bolts, 
came the keelson, about 14 inches square, thus forming the 
backbone of the structure, which then gradually grew in 
breadth and length. 

Magnificent as were the oak forests of this generation, no 
trees were of sufficient size to make a complete rib or frame 
of such a ship. Each frame was, therefore, built up of five 
or six separate pieces or futtocks, each futtock being of 
smaller section than that below it. These outreaching arms 
were temporarily held in place by means of horizontal rib- 
bands and vertical props or shores. Where their whole curva- 
ture and positions correctly corresponded with the lines of 
the ship’s body taken from the mold-loft floor, the angle 
chocks were fitted at their joints and doweled together, as 
shown by the sketches. All the midship frames were erected 


\ WH) 
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Wan 


TREENAIL FASTENING. 


Plankins: 
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Method of Caulking /; 


head / treenail 


squarely to the keel line; those at the tapering sections of the 
bow and stern were set obliquely or horizontally as circum- 
stances demanded. Meanwhile, strakes of the external and 
internal planking were being worked upon the frames and 
secured by treenails “of dry, seasoned, English oak of the 
growth of Sussex,’ as the specifications set forth. We have 
illustrated this form of fastening, and it will be readily seen 
that a tightly driven treenail, well calked at each end, had con- 
siderable holding power and could not be taken out, except 


International Marine Engineering 


SEPTEMBER, 1909. 


by boring with an auger. It was also not so liable to “work” 
as an iron or other metal fastening. 

It will be noted that the outer planking varied in thick- 
ness. At the waterline the main wales were about 8 inches 
thick; these, with the thickness of frame and inner skin 
added, gave a protection of about 2 feet of solid oak at this 
vital region. The planking at the topsides was reduced to 
about 4.5 inches. 

Our detailed sketches of portions of the ship’s side show 
methods largely adopted for working the thicker strakes of 


‘Anchor Stock System 


SIDE PLANKING, SHOWING METHOD OF USING TIMBER ECONOMICALLY. 


plank so as to economize material. By sawing out the slabs 
into the “anchor stock” or the “top and butt” form the wider 
portions of the tree trunk could be better utilized than by 
cutting the planks with exactly parallel sides. Suitable tim- 
ber was always difficult to obtain, and many ingenious ex- 
pedients were adopted to obviate waste at the sawmills, or to 
use up odd pieces. The timber converter was an important 
appointment in the dockyard staff, and he became an expert 
in detecting faulty material and in adapting the natural 
curvature of any balk to its best service. 

On the inside of the ship at the level of the various decks 
a number of extra thick planks were worked, known as 
clamps, and upon these rested the heavy deck beams, some 12 
inches deep and 14 inches wide at the lower deck. By means 
of hanging knees fitted vertically underneath and by lodging 


Lodging knee 


PLAN OF BEAM-END CONNECTIONS. 


knees fitted horizontally at the sides, these huge timbers were 
efficiently connected. with the sides of the vessel and offered 
considerable resistance to alteration of transverse form, as 
well as supporting the heavy tier of guns on the deck above. 
These beams were rarely obtainable in one piece, and the usual 
method of scarfing beams at this period is well shown in the 
sectional view. 

A detailed sketch explains the system of fastening the scarfs 
by means of dowels and bolts. The dowel or cylindrical plug 
was about 3 or 4 inches long, and was commonly let in half 


“Dowels” 
(Dotted Circles) 


METHOD OF SCARFING A BEAM, SHOWING DOWEL AND BOLT FASTENING. 


SEPTEMBER, 1909. 


International Marine Engineering 


359 


way on the faying surfaces of any jointed parts liable to 
work or slide under severe stresses. 5 

If possible, a deck beam was placed under each gun position; 
where, however, the masts or hatchways interfered with the 
fitting of whole beams, a short, crooked half beam was used 
to take the weight of gun, as shown by the plan of the deck 


yr 


SS 


y 


| 


Ship’s Side 


Ship’s Side 


DECK PLAN IN WAY OF MAIN MAST, SHOWING ORDINARY AND CROOKED BEAMS 
FOR SUPPORTING DECK IN WAY OF HATCHES. 


framing in way of the Victory’s mainmast. When grown 
timber of sufficient size could not be obtained for the beam 
knee pieces, a straight-grained piece or chock was used, with 
iron side plates to join the beam, chock and ship’s side to- 
gether. The spaces between the main beams were filled up 
by lighter intermediate framing, about 5 inches by 4% inches. 
This gave a foundation to take the fastenings of the deck 
planks. 

To fasten the deck, both treenails and dumps, a kind of 
large nail, were used; the heads of the latter were punched 
well below the surfaces and neatly covered by small diamond- 
‘shaped plugs, many of which may still be seen on the vessel. 
The decks were supported at the middle line by a series of 
stanchions or wood pillars, placed usually under each main 
beam at each deck and diminishing in diameter from the 
lower tier, stepped into the keelson, to the upper tier under 
the upper deck. 

Huge pieces of grown timber of more or less angular form, 
arranged either horizontally or vertically, held together the 
sides of the vessel at the narrowed extremities and con- 

“nected the stem and stern posts with the keelson. To satis- 
factorily connect one of these portions, known as the dead- 
wood, through bolts some 14 feet in length were necessary. 
These bolts were clenched at each end and were of iron; 
‘copper bolts came into use for this purpose about 1783. 

As soon as all the inner planking was in place, the heavy 
double riders were worked at intervals right across the hull 
from the height of the lower or orlop decks on each side. The 
head of one of these riders appears in the view of the cockpit 
where Nelson spent his last moments, and which was situated 
on the after end of the orlop deck. These stiffened the under- 
water body of the structure transversely, but, as the critical 
reader has perhaps already noted, there was little provision, 
beyond the inner and outer planking, to resist longitudinal 
bending. A tendency to hog or drop at the extremities, form- 
ing an arched or hollowed keel line, was a common fault with 
these vessels after several months’ sea service. This was 
well known to the early builders, and handicapped them in any 
attempt to give their vessels increased dimensions. Increase 
of length meant assuredly increase of trouble in this direction, 
and perforce they added another deck to their stature to get 
any additional armament. The rocking stresses occasioned 
by carrying these heavy top weights were somewhat obviated 
by giving the sides of the ship considerable tumble-home, as 
shown by the sectional view. This allowed the upper guns to 
be placed nearer the center line of the ship. It was not until 
after Trafalgar, in 1810, that the hogging difficulty received 


successful treatment at the hands of Sir R. Seppings. His 
was simply a more scientific arrangement of materials. He 
omitted much of the inner bottom planking and a bridge-like 
combination of diagonal trusses and braces worked upon the 
frames throughout the greater length of the hold and treated 
the top sides, in way of the gun ports, in a similar manner. 
When one remembers that after a hard day’s battle a great 
deal of these old ships’ upper works were actually shot 
through or badly damaged, it is not surprising that such a 
structure, with her chief longitudinal ties cut away, should 
break and suddenly sink. 

Sir R. Seppings also advocated the abolition of the bulk- 
head or thwartship partition at the forecastle. Being but a 
light wooden screen, it afforded but little protection from a 
raking fire, and the Victory’s upper deck crew suffered se- 
verely on this account at Trafalgar. Instead, therefore, of 
ending the topsides of the vessel thus abruptly, he carried 
them in a natural curve to the stem piece and gave addi- 
tional room with better appearance and protection. A com- 
parison of the modern Victory with the original profile will 
make this alteration clear, as will also a reference to the 
special front view of the bulkhead. The doors here shown 
provided facilities for the men to work the head sails. 

An excellent example of the piecing together of small 
timber, to make a thoroughly reliable combination, is afforded 
by the mast construction of these times. A portion of the 


SIDE 


ELEVATION 
(WITHOUT BANDS) 


FRONT =| | == 
ELEVATION ny 
eSNG! BAN Ds i} = ‘i my Spindie 


CONSTRUCTION OF LARGE MASTS, SECTION NEAR UPPER DECK. 


mainmast, near the upper deck, of a vessel of the original 
Victory class is here shown. Its careful inspection reveals to 
us something of the nature of the proverbial Chinese puzzle. 
The Victory’s original mainmast would have been about 200 
feet in length, from waterline to truck, and about 39 inches 
greatest diameter. She was one of the fastest vessels of her 
class in the navy, with an average speed of 4 to 5 knots. 
The speediest frigates of the day probably reached 8 or 9 
knots. At sacrifice of some sentiment we hasten to add that 
the masts at present fitted to the Victory in no way resemble 
those we have indicated. They are about 4 feet shorter than 
the originals and are made of iron. It may be explained that 
they really belonged to the British iron screw frigate Shah, 
which rendered herself famous by an engagement with the 
Peruvian monitor Hussar, in 1877. 

At the battle of Trafalgar the armament of the Victory 
actually consisted of 104 guns, made up and distributed as 
follows: 


Lower deck ................ 30 long 32-pounders of 36 cwt. 
WMbakalke GESE cooscc0005d0000 30 24-pounders of 36 cwt. 
MainwideckaarerrerrenietetremnsZnl2-poundens: 
Wpopendeckeereeae nee 8 short 12-pounders. 

Winer GE opicscocaboododo 2 short 32-pounders. 


Horecastlemdecksaarinnarerer 2 short 68-pounders. 


360 


For many years it was believed that only four 24-pounders 
remained in the vessel of the original armament. In 1906, 
however, evidence was forthcoming which satisfactorily 
proved that there were also eight 32-pounders in the lower 
deck, which had equal claims to originality. These cannon 
were all of cast iron, and mounted on wooden carriages at 8 
degrees elevation; the 24 or 32-pounders had an effective 
range of about 2,000 yards. In action, especially at close 
quarters, these guns were double or treble-shotted. Taking 


SKETCH OF BOW VIEW OF VICTORY. 


an average of two to three shots per discharge, the Victory’s 
weight of broadside fire, in modern terms, would be about 
2,500 pounds. 

What little machinery was used aboard these early craft 
was of a simple character, and human muscle was the uni- 
versal motive force. 

Grouped around the mainmast on the lower deck were the 
pumps for clearing the leaky bilges, a water course or chan- 
nel being formed on either side of the keelson throughout the 
ship’s length. Four chain pumps and one or two suction 
pumps were probably the original equipment, although sup- 
plementary modern fittings may now be seen. Each chain 
pump, about 7 inches in diameter, had a continuous sprocket 


SKETCH OF STERN VIEW OF VICTORY. 


chain, carrying closely-fitting disks or cups, working in trunks 
or barrels that reached down into the well formed around the 
heel of the mainmast. They were driven by long well- 
manned crank handles, were fairly efficient, and rarely got out 
of order. The simple suction pumps were worked by long, 
lever handles. A lead pipe or scupper conveyed the water 
overboard through the ship’s side. 

Two sets of large wooden capstans were provided, one set 
placed just abaft the foremast, and the other abaft the main- 
mast on the lower and middle decks. These were used for 
working the anchors, each about 2.5 tons in weight, and for 
any heavy lifting or haulage operations. They were revolved 
by twelve long ash-wood bars, fitted into a crown of nearly 


International Marine Engineering 


SEPTEMBER, IQ09.. 


6 feet diameter, and were usually made with upper and lower 
drums, so that they could be manned on either or both decks. 
if desired. Simple drop-pawls on the lower rim of the cap- 
stan prevented return or reverse motion. The hemp cables 
used for heavy work were 8 inches in diameter. Sir Walter 
Raleigh (early seventeenth century) records the introduction 
of the chain pump and capstan for use on shipboard, and this 
affords us a typical instance of the unprogressive character of 
naval science during the two centuries ended by Trafalgar. 

The steering gear consisted of a horizontal barrel, mounted 
in bearings upon two stout stanchions between the upper and’ 
quarter decks, and revolved by a hand wheel at each end. 
Hide ropes connected the barrel with the tiller-end below the 
main deck, and were so arranged through pulley blocks and’ 
fairleads as to give the least possible slackness of rope at any 
angle of tiller. 

The pulley in the form of tackle, the wedge in the form of 
quoins under the breech, and the hand spike or lever were the 
elementary mechanical appliances used for training, elevating 
and otherwise manipulating the guns. Loading, ramming, 
cleaning, etc., were simple manual exercises, as was also the 
transport of powder and shot. Sighting was usually a ques- 
tion of deciding to which part of the rigging of the opposing 


SKETCH OF COCKPIT SHOWING HEAD OF HEAVY DOUBLE RIDERS. 


ship the gun should be directed, so that the shots should strike 
her hull. Tabulated notes were kept, giving the various parts. 
of rigging to be aimed at when at different ranges. A 
lighted match, applied at the breech, discharged the gun. 

For the working of yards and sails several forms of tackle 
were used as at present; the remarkable rapidity and pre- 
cision with which the most involved operations were per- 
formed depended largely upon the possession of an active and’ 
well-disciplined crew. 

Before commissioning, the vessel was coated with an anti- 
fouling mixture made of pitch, tar and sulphur, below the 


waterline. Copper sheathing for this purpose was used after 
1780. 

The principal dimensions of the Victory were as follows: 

Feet. Inches. 

Wenothvonsthergsunkdeckseepeeree ee eeerer 186 ats 
Length of the keel for tonnage.......... I5I 35%: 
Beam extrem 6s aiabidis nee eae ete Ona 51 10 
Beams moldediis.: asscnee oe ered eee 50 6 
Depthhinuhold tie eneiceee eee eee ee 21 6 
MONNAG 6 iil Setanwe OE OEE eee 2,162 22/94 tons. 


Having briefly described the ship and her equipment, we 
may turn for a few moments to the interesting records of her 
career. 

Her early years appear to have been exceedingly prosaic, im 
striking contrast to a future filled with historic and brilliant 
achievement. After her launch in 1765, she remained in re- 
serve for thirteen years, doing no active service. In 1778 she 
was commissioned as flagship to the Hon. A. Keppel, and took 
part in a successful attack on a French fleet*off Ushant. Under 
Admiral Kempenfeldt, near the same place, in 1781, she assisted 
in capturing fifteen merchant ships and sinking their convoy 
of four French frigates. She was present, under Lord Hood, 


SEPTEMBER, IQO0Q. 


at the capture of Toulon in 1793. At the battle of St. Vincent, 
in 1796, she captured the Salvador del Mundi of 112 guns. 
For about two years she was used as a hospital and prison 
ship for prisoners of war, and appeared likely to end her days 
as a hulk. However, in 1798 it was decided to modernize her, 
and the upper decks were entirely reconstructed. She was 
completed about 1803, and the dotted lines on the original 
sheer draft show the general eftect of these alterations. On 
completion, Nelson chose her as his flagship, and in the same 
year she captured the Ambuscade. Two years afterward, 
with the same admiral, she formed part of the historical fleet 
of twenty-seven British ships that fought the great fight with 
thirty-three French and Spanish ships off Cape Trafalgar, 
capturing nineteen of the enemy’s ships but losing their own 
immortal commander in the hour of his most stupendous suc- 
cess. The calculating student may have nated that the Vic- 
tory was actually forty years old at this famous battle. “Too 
old at forty” may apply to some modern men and to all mod- 
ern battleships, but not to the naval material of those days. 
In 1808 we find the Victory again a flagship in the Baltic, and 
then in 1812 she was commissioned for the last time. No less 
than six admirals applied for her as flagship in 1815, but the 
long war period having now ended she was not again fitted 
out. 

In 1830 she underwent another extensive refit, and five 
years subsequently began her duties as flagship in Portsmouth 
harbor, which have continued to the present day. About 
twenty years ago she was thoroughly overhauled, replanked 
and refastened in Portsmouth yard. 

In 1891 a proposal was made to take the old vessel round 
to the Thames and moor her off Greenwich, in connection 
with a great naval exhibition heid at Chelsea. Although this 
idea was never carried out, the crdinary sightseer in London 
and provinces had an excellent opportunity of realizing both 
the internal and external appearance of the ship by means of 
a full-sized replica, from waterline to bulkwarks, built up in 
the grounds of the exhibition. 

It will be recalled that just over a year ago the Victory 
had a narrow escape from destruction. Lying close to the 
fairway near the harbor entrance, she was accidentally 

_tammed by the dismantled hull of the obsolete ironclad Nep- 
tune (1878), which was being towed away to the ship-breakers. 
Serious leakage was discovered, and it was officially discussed 
whether any repair was possible or advisable. However, 
largely owing to the timely intervention of His Majesty the 
King, the interesting old relic was saved and received a thor- 
ough repair. 

Following this dramatic incident came an influential move- 
ment for the complete restoration of the Victory to her actual 
appearance at Trafalgar, or, at least, a removal of some of 
the most glaring anachronisms in external contour. It re- 
ceived sufficient consideration for rough estimates to be pro- 
posed for carrying out the work, but the matter has apparently 
been shelved. One step, however, has actually been taken to 


give some old-time verisimilitude to the present outlines.. 


Three old-fashioned poop lanterns have been affixed to the 
stern, similarly arranged to those shown on our illustration 
of an eighteenth century ship. Iz is interesting to record that 
these lanterns, about 5 feet in height and painted yellow, were 
made by the naval artificer apprentices in their floating work- 
shop at Portsmouth. 

Although some differences of opinion exist as to the actual 
coloring of the famous vessel in 1805, it is highly probable that 
she was painted in Nelson’s own black and white cheques, 
and retained the vermilion inboard works of contemporary 
usage. To substitute these colors for the present black and 
white cheques would be an inexpensive concession to arch- 
zlogical reformers. 

The Victory is undoubtedly the best existing example of an 


International Marine Engineering 


361 


eighteenth century man-of-war. A few others still remain as 
hulks or depot ships in and about the Royal Dockyards, or as 
training ships around the coasts, but their numbers dwindle 
each year. Some recent specimens when broken up have evi- 
denced a remarkable state of preservation. With, therefore, 
a tolerant, if not altogether sympathetic, Admiralty to under- 
take periodical survey and repair, coupled with the jealous 
watchfulness of the growing body of naval students, the old 
vessel should be spared for many generations to come as a 
typical example of early marine architecture. 


THE GREAT EASTERN. 


During the middle half of the nineteenth century the term 
“engineer” reached perhaps its widest latitude; it, at least, had 
few of the limitations at present set by modern specialization. 
Any mechanical problem with iron and steam as chief factors 
came readily within its significance. Wherever the ancient coach 
builder, or shipbuilder in particular, failed to annex the new 
ground opened up by mechanical traction or iron construction, 
the vacant territory was at once occupied by the colonizing 
engineer. 

When, therefore, in 1852, I. K. Brunel, tunnel worker, 
bridge builder and architect, docks superintendent and rail- 
way engineer, suggested to the Eastern Navigation Company 
the possibility of building a steani vessel much larger than any 
then existing, and, by virtue of her increased dimensions, 
making much more lengthy voyages at higher speeds, no one 
was greatly surprised. Nor when the design and construction 
of such a ship were entrusted to John Scott Russell, formerly 
college professor and civil engineer, and finally head of a ship- 
building establishment at Millwall, on the Thames, was there 
any professional comment. The surprise came when the actual 
dimensions of the proposed vessel became known; then all the 
world, including the professions, marveled. 

This “Leviathan,” afterwards rechristened Great Eastern, 
was to have an over-all length of nearly 700 feet, or more than 
twice the length of the previous monster ship the Great 
Britain, which in turn was already too feet longer than any 
existing line-of-battle ship! 

True it was that the daring projectors of this colossal float- 
ing structure had had some special experience calculated to 
fit them somewhat for a task of such magnitude. Brunel had 
assisted at the building of the Great Western of 1838, the 
largest and fastest wooden vessel of her time. Convinced of 
the economical value of big ships, but also of the impractic- 
ability of constructing them in wood, he had himself subse- 
quently undertaken the task of building the aforesaid Great 
Britain (1839-1843), of unprecedented dimensions, in iron. 
His co-worker, Scott Russel, had been associated with a ship- 
building firm for some years, but his peculiar fitness for the en- 
tirely new problem now submitted to him was his intimate 
first-hand knowledge of ship forms and resistance. A life-long 
experimenter with small-scale models, he undoubtedly helped 
largely to foster a line of research which has resulted, in our 
own time, in the establishment of experimental tanks for 
similar purposes at all important naval centers. What Scott 
Russel did not know concerning the relation of under-water 
form to speed and other kindred basis theories in ship design 
few, in his day, were able to inform him. Still, even with such 
men as these behind it, the project was a stupendous one. 

Encouraged by the success in small vessels of his famous 
“wave-theory” of ships’ lines, Scott Russell at once embodied 
the principle in his design for the Great Eastern. The water- 
line length of 680 feet was divided into a parallel middle body 
of 120 feet, with an entrance of 330 feet and a run of 230 feet, 
formed on the new theory. This innovation in design was 


"NUYFLISVA LYAYD AHL JO ATWAOUd AUXVOANI 


SEPTEMBER, IQ09. 


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“NUALSVA LvauD AHL AO TaGOW 


International Marine Eng 


362 


SEPTEMBER, 1909. 


International Marine Engineering 


363 


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SECTION THROUGH PADDLE ENGINE ROOM OF THE GREAT EASTERN. 


coupled with some still greater novelties in general con- 
struction. ; 
First, the hull would be practically a floating bridge struc- 
ture. Brunel’s experience in connection with the building of 
the Britannia tubular bridge across the Menai Straits, and 
Scott Russell’s actual experiments in the building of small ships, 
had taught both responsible architects the immense value of 
the longitudinally arranged girder in any structure, floating or 
otherwise supported, having great proportional length to 
breadth. Therefore, the closely-spaced transverse ribs, largely 
a tradition of the wood shipbuilders, were entirely abolished 
in the new ship, and the whole under-water portion of the hull 
formed of a number of continuous fore-and-aft girders or 
frames. When connected with an inner and outer skin of 
stout plating, and sub-divided by a number of widely-spaced 
‘thwartship plate frames, this made in itself an immense cellu- 
lar girder of great strength and safety. The upper deck, or 
the top flange of this girder hull, was likewise of double or 


cellular formation. Further longitudinal assets of consider- 
able value were two main bulkheads extending parallel, 36 feet 
apart, over the whole ’midship length of the vessel. The 
necessary transverse stiffness and internal sub-division were 
obtained by a number of cross bulkheads, intact below the 
second deck. These were so arranged as to provide five 
separate boiler rooms and two separate engine rooms, each 
40 feet in length, as well as a number of cargo holds beyond 
the machinery space, each 40 to 60 feet in length. Partial 
bulkheads or frames gave supplementary strength and sub- 
division in way of coal bunkers, etc., and at the extreme ends 
of the ship an elaborate system of watertight compartments 
was followed out. 

It is an interesting commentary on the so-called “longitu- 
dinal system,” as here adopted in its entirety, that, though 
most modern ship constructors have largely adopted a com- 
promise system, partly longitudinal and partly transverse, yet 
there has always been a distinct tendency towards fewer trans- 


SECTION THROUGH THE SCREW ENGINE. 


364. 


International Marine Engineering 


SEPTEMBER, 1909. 


verse and more longitudinal frames in many vessels. ‘The 
Isherwood system, now on trial, and claiming to give a mini- 
mum of weight of material with a maximum of structural 
strength and internal space, is practically a return to the 
longitudinal system of the Great Eastern. 

As regards the details of construction of this remarkable 
vessel, a marked simplicity and uniformity were observed. 
With the exception of some necessarily heavier scantlings at 
bow, stern and keel plates, all of the plates used were of 
equal size, 10 feet by 2.75 feet, and of two thicknesses only, 
75 inch and .5 inch, while nearly all the angle-bars used were 
4 inches by 4 inches by .625 inch. Further, the laps or seams 
of plating were single riveted throughout, the butts only being 
double riveted. All rivets were .875 inch diameter and spaced 
3 inches apart. 

As is well known, the Great Eastern had three distinct 
means of propulsion—viz.: sails, paddle and screw. That the 
former were not considered of subsidiary importance in a 


Oi 


four double-ended tubular boilers, containing a total of forty 
furnaces. The original paddle-wheels were the largest ever 
made, each being 54 feet diameter, and weighing, with floats, 
over go tons. With about 10.75 revolutions per minute and 
3,400 indicated horsepower, a speed of 7.25 knots was realized 
under paddles alone, the coal consumption being 6 tons per 
hour. 

The screw engines were located near the after-end of the 
ship, and were of the direct-acting type, made by Messrs. 
Jones, Watt & Company, Birmingham. They consisted of 
four cylinders, placed horizontally, two on each side of the 
shafting. Each had a diameter of 84 inches and a stroke of 48 
inches. The arrangement of connecting rods was peculiar. 
Double piston rods were fitted to each cylinder, carried by a 
common cross-head running in guides. To the cross-heads 
on the left-hand set of cylinders were double-connecting rods, 
while to the right-hand set were single ones only. As there 
were but two cranks, each pin, therefore, carried three con- 


— 


ic 


SECTION THROUGH THE BOILER ROOM. 


vessel designed for round-the-world voyages, may be judged 
by the fact that the six masts, five of which were of iron, 
carried about 6,500 square yards of canvas. The main yards 
were 124 feet long, 33 inches in diameter, and weighed about 
16 tons each, the largest ever constructed. 

As indicated in the longitudinal section, the paddle engines 
were placed about ’midships. They were designed and built 
by Scott Russel, who always professed a marked preference 
for the oscillating-cylinder type for this purpose. Their gen- 
eral character may be gathered from the cross section. There 
were four cylinders, working in pairs upon two cranks set at 
right angles. Each pair was inclined at a mean angle of 22.5 
degrees from the vertical, and formed a complete engine in 
itself, with independent condensers, gearing, etc., friction 
clutches being provided for hand use when necessary to dis- 
connect. Each cylinder had a diameter of 74 inches and a 
14-foot stroke, and their immense size may, perhaps, be better 
realized by explaining that with rod and piston each weighed 
38 tons. Gridiron slide valves with relief frames were used, 
one at each end of the cylinder, to reduce the length of steam 
passage. Cylinders and valve casings were jacketed with 
steam supplied at 60 pounds pressure from auxiliary boilers. 

Steam to the engines was supplied at 24 pounds pressure from 


necting rods. Condensers of the jet type were adopted, one 
to each cylinder, and were cleared by horizontal air pumps. 
The slide valves were gridiron pattern, and were carried, 
owing to their great weight, on rollers. The valves of op- 
posite cylinders were joined by a frame controlled by link- 
motion reversing gear; this was worked either by steam or 
powerful hand screws. Six double-end tubular boilers of the 
box type supplied steam at 25 pounds pressure from a total 
of 72 furnaces. The single, four-bladed propeller of 24 feet 
diameter weighed 36 tons. With about thirty-eight revolu- 
tions per minute and 4,800 indicated horsepower a speed 
of 9 knots was attained by screw alone. When proceeding 
under paddles or sails alone, the screw-shaft was disconnected, 
and two 20-horsepower auxiliary engines kept the propeller 
in motion. With screw and paddles in use a speed of 15 
knots was reached, with a coal consumption of about 12.5 tons 
per hour. She had a capacity for 6,000 tons of cargo and 
10,000 tons of coal. 

The arrangement of coal bunkers is well shown in the cross 
sections of the vessel, which are reproduced from Scott 
Russel’s monumental treatise on shipbuilding (1864). 

Some important events in the career of this famous ship may 
be briefly chronicled. The first keel plates were laid in May, 


SEPTEMBER, 1909. 


International Marine Engineering 


365 


1854, and the vessel was ready for launching in October, 1857. 
Owing largely to the experiment of using iron launching ways, 
in place of wood, there was considerable difficulty in getting 
the great broadside hull, weighing 12,000 tons, into the water. 
This operation lasted three months, and caused financial diffi- 
culties, which in turn hindered rapid progress of work upon 
the ship. She made her first trial trip in September, 1859, and 
her first trans-Atlantic voyage in 1861. An accident at about 
this period tested the efficiency of her double skin. Striking 
some submerged rocks she ripped an opening some 85 feet 
long and 4 feet wide in her bettom plating, but proceeded 
safely to her destination. After several unremunerative trips 
to New York she was utilized by the British Government for 
the conveyance of troops. Her accommodations provided for 
800 first class passengers, 2,000 second class and 1,200 third 
class, or a total of 10,000 troops could be carried. 

From 1865 to 1873 she did.some useful work in laying sub- 
marine cables. in various parts of the world, after which she 
lingered as a show shop around the coasts until 1888, when she 
was sold to the ship breakers at the price of old iron. 

The commercial failure of this great vessel was undoubtedly 
partly due to the fact, as asserted by Scott Russel, that “she 
was the victim of experiments which had nothing to do with 
her original design.” It must not be overlooked, however, that 
she never realized her estimated speed by several knots. Her 
machinery was not powerful enough to drive either set of pro- 
pellers at efficient speed, and her coal consumption, per 
nautical mile traveled, was excessive. Overhauled and fitted 
with twin-screw machinery of modern make she probably 
could have been usefully employed down to the present day. 

Until the commencement of the present century the Great 
Eastern’s huge dimensions were unrivaled in the shipping 
world. When the White Star Liner Oceanic broke this half 
century’s record her achievement was associated with com- 
mercial success. Gur 


The Introduction of the Screw Propeller Commercially. 


The screw propeller was introduced simultaneously by Smith 
in England and by Ericsson in the United States. Each con- 
sidered himself the inventor of the screw propeller, and each 
took out patents in England in 1836 and in the United States 
two or three years afterwards. Each built small screw vessels 
in England that were successfully tried in 1837, Smith’s being 
of 6 tons burden, with a wooden screw driven by a 6-horse- 
power engine, and Ericsson’s, named the Francis B. Ogden, 
having about double the tonnage and power. Each built larger 
screw vessels that were successiully tried in England in 18309. 
Smith’s vessel, the Archimedes, which was upward of 200 tons 
burden and driven by 90-horsepower engines designed by 
Rennie, circumnavigated the Island of Great Britain in May, 
1840. Hricsson’s vessel, the Robert F. Stockton, smaller, and 
with less power, was tried in England under steam, and then 
in April, 1839, crossed the Atlantic under sail. Each intro- 
duced the screw propeller on merchant vessels in 1840, and 
each introduced the screw propeller on war vessels in 1843— 
Ericsson on the Princeton and Smith on the Rattler. 

Ericsson’s propeller, as applied to the Robert F. Stockton, 
consisted of two screws, one right and the other left-handed, 
placed one behind the other, the aftermost one being operated 
by a shaft passing through the shaft of the forward one. The 
rudder was placed forward of the propellers. This arrange- 
ment was not successful until one of the screws had been dis- 
pensed with and the rudder placed aft of the propeller. The 
form of the propeller itself, though fairly effective, was in- 
ferior to the ordinary screw now in use. It consisted of a 
cylinder, to the outside of which the blades were attached. 

Prior to 1836, when patents for the screw propeller were 


taken out by Smith and Ericsson, the subject of crossing the 
Atlantic Ocean by steam had been widely discussed on both 
sides of the ocean, and steps had been taken for regular com- 
munication across the ocean by means of paddle steamers. 
This was effected in 1838 by the Great Western, but the diffi- 
culties of the paddle-wheel for ocean navigation were then, as 
now, generally admitted, so that from this time on a decided 
impetus was given to the development of the screw propeller 
for ocean navigation. 


THE ADVANCE OF MARINE ENGINEERING IN 
THE EARLY TWENTIETH CENTURY.* 


BY ARTHUR J. MAGINNIS. 


It is not out of place to note this review as being that of a 
new century, owing to the coincidence that it practically re- 
lates the.advance of entirely new departures from the well- 
known forms of reciprocating and piston engines which 
hitherto were embraced under the simple name “mechanical 
engineering.” This will be clearly demonstrated by the fact 
that, after consideration, it is found te be unnecessary in any 
way to touch upon the numerous intricacies and doings of re- 
ciprocating machinery, but at once to proceed to the considera- 
tion of the new form of marine engineering, which, so far as 
the merchant service is concerned, commenced with the 
twentieth century. 

The first turbine-driven craft appeared in 1894, and, after 
various developments, it in 1896, under the name of Turbina, 
attracted marked attention. 

Notwithstanding the excellent performances of the Turbinia 
in 1896, it was not until r900 that the first order fora real test 
of this form of propulsion for a commercial yenture was 
placed. This was given by a syndicate headed by Captain 
Williamson, owner of one of the Clyde River services, and in 
June, 1901, the King Edward commenced plying; it was so 
successful that it was followed soon afterwards by the Queen 
Alexandra in 1902. Since then a rapid adoption of the system 
has taken place, turbine steamers having practically superseded 
all others for rapid Channel services, and also for ocean- 
going passenger vessels of considerable speed, the first At- 
lantic liner fitted being the Allan liner Victorian in 1904, fol- 
lowed in 1905 by the Cunard liner Carmania, and the same 
company’s Lusitania and Mauretania in 1907. 

From Table I. it will be seen that practically no advance or 
improvement has been made in consumption of fuel since 1901, 
but the adoption of turbine machinery, although not actually 
improving upon the consumption per indicated horsepower, 
has brought about an advance, by the fact that it has enabled 
greater speed to be obtained. 


WMBILIB; I 
AVERAGE RESULTS OF MARINE ENGINES. 


BoiLErS, ENGINES, AND COAL. Average Results: Turbines. 
Year.. fans CAPs 1872 1881 1891 1901 1909 
Boiler ‘pressure, “pounds per 

Squarehn Cheer eet 52.4 77.4 158.5 197. 195 
Heating surface per square foot 

ofiigratensquare feeteaem-ia| i ririeiiers 30.4 31. 38 and 43*| as 1901 
Heating surface per I. H. P., 

square feet.. 4.41 3.917 3.275 3.0 as 1901 
Coal per square foot of. grate, 

pounds. . 3 Coad Homies iron occas 13.8 ili}, 18 and 28*| as 1901 
Revolutions per minute, revo- 

lutions. 55.67 59.76 63.75 STi mie |leeeretee 
Piston speed, feet per minute..| 376. 467. 529. 054. None 
Coal per I. H. P. per hour, 

pounds. . 2.11 1.83 1.52 1.48 | as 1901 
Average consumption | on pro- 

longed sea voyage, pounds..| ....... 2. Lodi) 68) || googoe 


*Natural and forced draft respectively. 


* From a paper read before the Institution of Mechanical Engineers, 
July, 1909. 


306 


International Marine Engineering 


SEPTEMBER, 1909. 


Up to the present time but little progress has been made in 
the adoption of turbines for slow-going merchant or other 
vessels, owing no doubt to the difficulty of applying the turbine 
to the single propeller, but in no other field of operation is 
there such an opening for a simple form of rotary machinery. 
When, however, it is borne in mind that it has taken over 
seventy years to render all parts of the reciprocating marine 
machinery fit for the work, it cannot be gainsaid but that in a 
few years the difficulties yet to be experienced will be sur- 
mounted by the adoption of the turbine in the cargo steamer. 


TURBINE MACHINERY KOR CARGO VESSELS. 

In full-lined vessels of the single-screw “tramp” type, the 
speed of revolutions of the propeller is not so great as to 
allow of the propeller shaft being driven direct from the 
turbine rotor, so that it seems as if even for this class of 


al : I | [Ik | a Y, fa 


MERCHANT VESSELS. 


17, 
Built. Building. ne aa 3 
Tons 8 No. of Vessels Bh tee SE N 
@ Coe 8 LHP of Ute wale BC a 7 6 Es 
3 8 Gross TonTtage....... 0.00.0. Aa | & 
SE -_ A fl : 
aS E AS 
% 40 S rae Ss 
150 . yi apache oS 
iS) 
SS Z 3 
20 g aan t 2 5 
"rT ei « 
S gs ia | 
{ 
pia ee a ea 
1900 1906 "4909 


Year 
FIG. 1.—CURVES SHOWING NUMBER AND HORSEPOWER OF TURBINE-DRIVEN 
MERCHANT SHIPS BUILT AND BUILDING. 


vessels it would be necessary (notwithstanding the increased 
first cost) to adopt twin or even triple screws. 

It may be remembered that when multiple cranks were first 
adopted, it was generally remarked by those who knew that 
multiple cranks were all very well for high-speed mail boats, 
that three-crank engines would not suit the cargo tramp; 
whereas to-day they are fitted in all sorts, from trawlers, 
drifters, etc., and even five-crank engines: are now found on 
cargo boats and six cranks on express liners. Bearing this in 
mind, there does not seem to be an insuperable objection to 
apply the turbine to slow-speed vessels by the adoption of 
multiple propellers, say three, as on moderate-speed liners. 
These propellers, smaller in diameter than the present single 
or twin screws, running at such speed of revolution as would 
allow of direct connection to turbines, could, in the author’s 
opinion, be applied, and at but little, if any, more first cost than 
in existing practice; for although the cost of three lines of 
shafting is to be met, they would be much smaller and lighter, 
and the advantage of the boiler pressure being much lower 
would enable considerable saving of cost and weight to be 
gained. 

ADVANTAGES OF TURBINE MACHINERY. 

The marked advantages of turbine machinery in all the 
numerous vessels fitted up to date is so evident that it will be 
worth while enumerating them here, in order to point out the 
desirability of an early effort being made to apply them to the 
class of vessel now under consideration: 

(a) The rapid changes of motion (twice per revolution) 
being done away with, the risk and liability due to fractures 
or flaws caused by concussions and shocks is altogether 
eliminated. 

(b) The absence of piston rods, glands, slide valves, guides, 


cross heads, connecting rods, link motion and crank shafts 
removes all risk of undue heating and distortion of parts. 

(c) The steady revolving motion on the shafting reduces 
the risk of breakage of shafts and propeller blades to a mini- 
mum, and also allows of less supervision, so that the men in 
charge can devote more time to the firing and working of 
boilers, etc. : 

(d) The avoidance of risk of scrious breakdowns caused by 
racing in heavy seas. 

(e) The marked economy brought about by the very great 
reduction in the use of consumable and other stores, such as 
oil, packing, etc. 

(f) The saving in men’s time in opening and adjusting and 
general overhauling. 

(g) The avoidance of an extensive outfit of tools and gear 
necessary to effect the work. 


to 
=) 


® 


WARSHIPS OF ALL KINDS. 
Built. Building. 
No. of Vessels 


LHP of ,, 


5 a 


= 
i) 


of Thousands 


120- 


100 
| 


everest 


40 


> 


Number of Vessels 


Year 


FIG. 2.——CURVES SHOWING NUMBER AND HORSEPOWER OF TURBINE-DRIVEN 
WARSHIPS BUILT AND BUILDING. 


(h) The reduction in first cost of many spare parts which 
must be carried for piston machinery in case of a break-down. 

(i) The lowering of boiler pressure, which has allowed of 
an extensive reduction in weight and first cost. 

(j) Another advantage is that the past eight years have 
shown that the Parsons turbine machinery will not break down 
or stop. From extensive enquiries which the author has made, 
notwithstanding that there are now over seventy steamers 
continuously plying to and fro, no sailing schedules have been 
upset by a failure of machinery up to the present, nor has a 
turbine steamer ever had to be towed into port. 

On the other hand, beyond the difficulty of keeping down the 


SEPTEMBER, 1900. 


speed of propeller revolutions to suit the turbine, the objec- 
tions against its adoption are not very serious; apparently 
some cargo space will be absorbed by having two or three 
tunnels aft, but this can be partly compensated for by a con- 
siderable reduction of engine-room opening through the decks 
upward. The risk of breakage of propeller blades will no 
doubt be put forward; but this all recent experience has shown 
in reality is no greater than with the single propeller. 

By consideration of the foregoing facts, it will be seen that 
the only (but naturally the most important) feature which 
has so far been against the use of turbines for cargo boats, is 
the mechanical one of relative speed of turbine rotor and pro- 
peller, and this problem will undoubtedly gain much attention 
in the near future. 

In order to show how rapidly turbine machinery has come 
to the front, Figs. 1 and 2 have been compiled, and from these 
it can be seen that the adoption of turbine machinery for main 
propulsion has been extremely rapid, rising in the merchant 
service from one steamer and 3,500 horsepower in 1901 to 
sixty-four steamers and 603,200 horsepower in December 1908. 
There is no doubt that the adoption will become increasingly 
rapid in the future as the system spreads among all classes 
of steamers. 


COMBINED PISTON AND TURBINE MACHINERY. 


An instance of the striving after improvements on the 
machinery of steam vessels is illustrated by Fig. 3, which is an 
outline arrangement of the combiiied system of piston and tur- 


ey 


= ——_—_——————— 


er 
ti 
—————— 


a a | 


B83 => 


FIG. 3.—ARRANGEMENT OF COMBINED RECIPROCATING AND TURBINE 
ENGINES ON T. S. S. OTAKI. 


bine engines recently built by Messrs. Denny, of Dumbarton, 
for the direct New Zealand service. This was fitted on the 
steamship Otaki of the New Zealand Shipping Company, 


International Marine Engineering 


367 


about by the efficiency of the turbine system when working on 
the vacuum, as the terminal pressure in the low-pressure 
cylinder of either triple or quadruple machinery is, as a rule, so 
high that it has been found there is power enough remaining 
to drive another or third propeller before allowing the ex- 
haust steam to reach the condenser. 

The opportunity of being able to ascertain what superiority 
may be in this arrangement over that of ordinary piston en- 
gines was taken advantage of by Messrs. Denny, who built 
one steamer named the Orari for the New Zealand Shipping 
Company, and on a second one being required they induced the 
owners to adopt the turbine-combined system in the second 
boat, both vessels having the same boiler power and being 
built off the same lines. The result of the trial trip, which 
took place in October, 1908, showed a slight increase in speed 
of about half a knot over that of the Orari, and so far as can 
be ascertained this advantage has been maintained in the 
regular trade. As these twin vessels are like the Caronia and 
Carmania, and also the Laurentic and Megantic, of special in- 
terest for comparative purposes, it may be of some service to 
note their particulars: 

So far as these combined piston and turbined-engined ves- 
sels have been at work, satisfactory results have been ob- 
tained; but it is evident that an extensive adoption of this 
system will not be made, the days of the steam piston engine 
for marine propulsion being numbered. 

Coming now to the mechanical details of turbine propulsion, 
it must be noted how few there are to discuss compared with 
the very numerous details of piston engines. The only detail 
in the Parsons turbine machine since the shape and formation 
of the blades in both the stator and rotor have been fixed by 
its inventor, is the fastening of the blades or vanes, and this 
is of such a simple nature that all difficulties have been sur- 
mounted, and so far as the turbine proper is concerned the 
wear and tear are trifling. No doubt in some cases trouble has 
been experienced in straining in the rotors, due to centrifugal 
action, and it has been found that rapid corrosion in certain 
parts has taken place, but a few years’ further experience will 
probably solve and effectually remedy these and some other 
minor defects which have occurred. 


4 


CONDENSERS. 

The obtaining of as perfect a vacuum as possible being a 
special factor in steam rotary engines, the question of an 
efficient condenser becomes all important, and it is remarkable 
that almost simultaneously with the coming forth of the tur- 
bine the first real efforts were made to improve upon the 
ordinary surface condenser existing since the days of Hall, 
who introduced it in 1831, and actually had it fitted on the 
paddle-steamer Sirius in 1837, and on the early Atlantic liner 
British Queen in 1839. After considerable study and experi- 
menting of the condenser problem, it is a matter of common 
knowledge that-it is only a fevr years ago that this question 
was given the great consideration which so important a matter 


London. The adoption of this combination has been brought deserved. After considerable study and trials, most inter: 
TABLE II. 
Diameter of Cylinders. Di Boil N, 
Year. STEAMER. Length. | Breadth. | Depth. Stroke. ah erase Dane : 
Tuspi 
— 7 we BD, —- urbine sure pellers. 
Feet. | Feet. | Feet. Inches.} Inches.} Lbs. 

1908 | Otaki.....................-.0005- AGS A || CoB ||| Bos 24% 39 48 ares 30 200 3 
TOOL) || Oimitosoacc0x0cc00 009000 0boooNNdS 460.7 60.2 31.3 |2 of 244 2 of 414)2 of 69 48 | None 200 2 
1905 | Carmania...............+.......5. 650.4 | 72.2 | 40.0 Tur|bine 195 3 
1905 Caronia. Beveled pena tever ata ashefeuntetsloetanatvelies 650. B® 40.2 39 543 a7 IIo 66 | None 210 2 
THGAIa) |) ILAHEIREMALE. 6 co000c0D00b0000G0n0000 550. 67.3 | 32.9 |2 of 30 |2 of 46 o00 IAG 53 54 3 
TOKO) |} Mle EPMALMKE. o coocooebodounoG00C00000 550. 67.3 | 32.9 |2 of 29 |2 of 42 |2 of 61 |2 of 87 60 | None 2 


368 


esting results were obtained by Mr. D. B. Morison, who, acting 
in conjunction with Professor Weighton, succeeded in discoy- 
ering hidden defects and placinz the designs of condensers, 
Contraflo and others, on a satistactory footing, and fully ex- 
plained them in various papers read before kindred institutions. 
These improved condensers, with the addition of the modern 
improved air pumps and the vacuum augmentor of Mr. Par- 
sons, have ensured satisfactory working and have helped to 
hasten the adoption of the turbine. 


SHAFTING, 


Owing to the adoption of balanced-piston engines and the 
turbine principle, the shafting of modern vessels has now 
almost ceased to be the source of anxiety and trouble known in 
the past, the shocks and uneven straining being almost alto- 
gether eliminated, so that it is unnecessary to comment upon 
this section of marine machinery. 


PROPELLERS. 


With regard to the propeller itself little can be said, as the 
design and style of construction have now settled down to 
recognized types for the various classes of vessels. It is yet 
largely only by trial and result that the best propeller can be 
found for each vessel. 

BOILERS. 


Coming now to the steam generator, and looking back since 
the last time marine engineering was brought before the In- 
stitution in 1901 by Mr. McKechnie, it is not possible to note 
any advance or change in the design, as no marked alteration 
has taken place; but the improvements in the manufacture and 
working of larger boiler plates have resulted in the still 
further reduction of riveted parts The introduction of auto- 
matic circulators, fitted inside the boilers without any working 
parts whatever, has materially reduced the repairs rendered 
necessary by the abnormal strains set up by the varying tem- 
peratures prevailing in different parts of the boiler. 

In considering this question of boilers, one must not omit to 
call attention to the still further advantage to be gained by the 
adoption of turbine machinery, owing to the fact that lower 
steam pressure is required. What this means in saving of 
weight over the scantlings necessary for the boilers of quad- 
ruple and the later triple-expansion piston machinery can be 
fully realized when it is considered that in the case of the 
Lusitania and Mauretania the saving in weight on the boilers 
alone is about 120 tons over and above that which would have 
been required if triple or quadruple-piston engines had been 
used. This also applies in the case of the cross-channel ves- 
sels, such as the Isle of Man steamer Ben-my-Chree, to be seen 
at the Liverpool Landing Stage, the scantlings in this vessel 
being something like 75 tons less weight than would be re- 
quired for piston machinery of equal power. 


MECHANICAL STOKING. 


A detail of considerable importance to the boiler room is 
that of the adoption of mechanical stoking of some description. 
This, like other subjects, has been the cause of numerous ex- 
periments and patents, but so far it cannot be said to be so 
satisfactorily solved as to ensure universal adoption. The 
fairly wide adoption of forced draft has, however, increased 
the difficulty, and this is much to be regretted, for there is no 
doubt that the want of some system is badly felt which could 
modify or completely do away with the arduous requirements 
of the stokehole of all steamers. 


WATERTUBE BOILERS, 


Watertube boilers have been put to work on warships, 
torpedo craft, and in some cases merchant vessels, but, for the 
most part, for the yarious craft associated with royal navies 
outside the fighting line, the Scotch or tank form of boiler is 


International Marine Engineering 


SEPTEMBER, 1909. 


generally adopted, as also in all royal yachts and other pleasure 
craft. So far as the mercantile marine of the world is con- 
cerned, there are no more than 250 vessels of all classes of 300 
tons and upwards fitted with watertube boilers, and of these 
about fifty are passenger and the remainder of the ordinary 
cargo type. 

FUEL. 

Coming now to the important question of the nature of the 
fuel used, even here it is to be regretted that no great advance 
has been made; true it is that in certain trades and on steamers 
favorably situated to obtain oil fuel progress has been made, 
but up to the present there is no pronounced sign that liquid 
fuel will generally supersede coal. This is much to be re- 
gretted, as there is no question but that liquid fuel presents 
many features to recommend its adoption for marine purposes. 

Considering the advantages of oil fuel, as demonstrated 
from practical experience in naval and other ships, it must be 
admitted that if steam is to continue as the great motive power 
for marine propulsion, liquid fuel will sooner or later become 
more general, especially if the price of the material can be 
kept down in proportion to the large increase in consumption 
which must of necessity follow if it be adopted. 


INTERNAL-COMBUSTION ENGINES. 


Following upon the subject of liquid fuel, there naturally 
comes the question of internal-combustion engines, which are 
now being widely adopted for smaller craft and also for 
barges. Numerous designs for different kinds of fuel are now 
being put to work, and are gradually being made use of in 
all parts of the globe, but up to the present no ordinary cargo 
vessel of 1,000 tons or upwards has been so fitted, but, like 
other branches of marine engineering, the striving after 
greater economy will no doubt bring further developments. 

Following upon the liquid-fuel internal-combustion engine 
comes the very important one of using gas generated on board 
the vessel. Of this it is difficult yet to express a decided 
opinion, as, with the exception of the now well-known suction- 
gas vessel Rattler, but little experience has been gained, and 
that only on smaller craft; at the same time consideration 
of the subject tends to raise hopes that a gradual introduction 
of the system may soon come about. 

That a considerable number of wants for this class of ma- 
chinery have yet to be surmounted cannot be denied: The 
want of simple and reliable reversing of propeller, ready pro- 
vision for working all the numerous auxiliaries, providing 
heating apparatus and simple working appliances for cargo 
and such like, present great but not insuperable difficulties. 


DIRECT ELECTRIC DRIVE FOR PROPELLERS. 


The fact that the coming power for marine propulsion must 
be directly rotary, coupled with the success of the steam tur- 
bine, has brought forward another system, which, in the 
author’s opinion, will soon be widely adopted, namely, the 
application of electric power direct to the propeller shafts. In 
view of the fact that up-to-date steam still remains the most 
simple and most useful source of power available on board 
ship, and can, thanks to turbine machinery, be readily and 
economically put to generate electricity up to great power, it 
will not be out of place to note the advantages likely to accrue 
from the adoption of direct electrical shaft drive. 

In the first instance, reversal of the propeller with full, 
effective power is attained and readily effected. Secondly, the 
design of both the steam and electric plant can be so modified 
as to enable the naval architect to make better and more profit- 
able arrangements for both passenger and cargo space. 

The application of the electric drive and form of motor 
have now been so improved as to reduce wear and tear to a 
minimum, and has also increased the efficiency, so that prompt 
and reliable starting, reversing and stopping are ensured. 


SEPTEMBER, 1909. 


Owing to the fact that the lower boiler pressure can be used 
by the steam turbine generator, it is anticipated that the 
weights of the steam and electric plants together will not 
exceed that of the present system of reciprocating machinery, 
and it is also estimated that the first cost will average about 
the same. Of the advantages of this system one which will 
commend itself to the navigating department is that the long- 
looked-for apparatus to control the movements of the pro- 
pellers direct from the bridge may be obtained. 

Another advantage is that electricity, like steam, is capable 
of being readily applied to all the other requirements on ship- 
board, such as steering, windlass and winch work, combined 
with the further advantages of more economical distribution 
and giving a simple and agreeable artificial light throughout 
the vessel. Its principal application would, of course, be to the 
slower-going cargo tramps with propeller speeds of from 
70 to 120 revolutions per minute. 

Should this system of main electric drive for working screw 
propellers direct come about, the continued decrease in the 
boiler pressures, as commenced with the steam-turbine machin- 
ery, will rio doubt be further continued, and even lower pres- 


By Direct Electric Drive. By 


Liston, Engines 


FIG, 4.—DIAGRAM SHOWING RELATIVE SPACE OCCUPIED BY TURBO-ELECTRIC 
AND RECIPROCATING ENGINES. 


sures than now exist will be made use of, which will largely 
decrease the weight of boiler installations and so cheapen the 
first cost. 

Looking back to the papers previously read on this subject, 
it will be seen that no such remarkable changes have taken 
place since the introduction of steam navigation as during the 
few years which have passed since the commencement of the 
present century. In none of the previous papers has even an 
allusion been made to the likely use of the internal-combustion 
engine or the suction gas for marine propulsion, and only in 
the last paper read by Mr. McKechnie in 1901 was mention 
made of the Parsons turbine, which is the first successful 
adoption of rotary instead of reciprocating or piston ma- 
chinery. 

Coming, finally, to the results attained by marine engineering 
to date they may be summarized as follows: Vessels of close 
upon 800 feet in length and ov2r 38,000 tons displacement are 
being propelled across the Atlantic at an average speed of 25% 
knots by turbine machinery working up to about 70,000 horse- 
power having a consumption of upwards of 1,000 tons per day. 
Similar results have been given in the turbine-propelled war- 
ship Indomitable of over 40,000 indicated horsepower, and 
maintained across the Atlantic with watertube boilers. 

So far as the merchant marine is concerned, there is at 


International Marine Engineering 


i nnn EEE EEE EEE 


369 


present no sign that the great horsepower of the Lusitania 
and Mauretania will be exceeded or even equaled for some 
years to come, as the large vessels now under construction for 
the White Star Line, following the types of the vessels con- 
structed by them during the past twenty years, are reported to 
have but a moderate speed of about 20 knots, so that the 
machinery installations will be only of very moderate dimen- 
sions and power. This latter course is also being followed by 
the Continental lines, all their more recent vessels not exceed- 
ing 18 knots. 


RECENT WARSHIP DEVELOPMENT. 


BY BENJAMIN TAYLOR. 


One of the most appalling things to the economist in fiscal 
affairs is the rapidity with which costly warships become ob- 
solete and have to be scrapped. Yet this apparent waste of 
public money is not all actual waste, and in the evolution of 
new types the highest technical skill in marine architecture and 
in engineering is evoked. In a survey of recent developments, 
however, it is not necessary to go back many years, since ves- 
sels which were the wonder and talk of the day, say, five years 
ago, are now slipping out of datz. Let us, then, not go further 
back than 1907 and see what has been the evolution in warship 
production, and more especially in British shipyards. 

The shipbuilding output of the British Admiralty establish- 
ments in 1907 was 37,200 tons displacement in two battle- 
ships of the Dreadnought class, and the contract yards (that 
is to say the private shipbuilding yards who build on govern- 
ment contracts) launched eighteen armored and unarmored 
vessels of 79,000 tons displacement for His Majesty’s fleet. In 
addition, for their own ships and for the dockyard-built ships, 
engineer contractors constructed turbines of an aggregate in- 
dicated horsepower of 325,000, guns, gun mountings, armor 
and auxiliary machinery. The activity of the Admiralty dock- 
yards is not to be measured by new work, because the estab- 
lishments exist mainly for the maintenance and repair of the 
fleet. The details of the two ships launched by the govern- 
ment dockyards in 1907 are shown below: 


Displacement, Built 
VESSEL. Type. Tons. at 
Bellerophoneeeeeeeerenrrerrcenn |ebattleshipsnrr 18,600 Portsmouth. 
sRemerai Chane e eters battleship snr 18,600 Devonport. 


The turbines for the Bellerophon were constructed by the 
Fairfield Shipbuilding & Engineering Company, Ltd., Glasgow, 
and the turbines for the Temeraire by R. & W. Hawthorn, 
Leslie & Company, Ltd., Newcastle-on-Tyne. The turbines 
for the sister ship Superb, built by Sir William Armstrong, 
Whitworth & Company, Ltd., Elswick-on-Tyne, were con- 
structed by the Wallsend Slipway & Engineering Company, 
Ltd., Wallsend-on-Tyne. Each of the three installations was 
of 23,000 indicated horsepower. 

The ocean-going destroyers Cossack, Tartar, Mohawk, 
Ghurka and Afridi represent certain remarkable achievements 
in 1907. All these vessels have excelled the designed speed of 
33 knots, and have demonstrated their capability of maintain- 
ing it for over 1,500 nautical miles. They are driven by Par- 
sons turbines, and use oil fuel exclusively. They represent 
ideal “scouts,” as they have enormous speed, a wide radius 
of action, and are capable of keeping most seas with any fleet. 
The experimental vessel Swift has double the displacement of 
the 33-knot vessels and double their horsepower. The Swift 
was built by Cammell, Laird & Company, Ltd., Birkenhead, 
and the Cossack was a reproduction. John I. Thornycroft & 
Company, Ltd., London, built the Tartar; J. S. White & 


370 


Company, Cowes, the Mohawk; R. & W. Hawthorn, Leslie & 
Company, Ltd., Wallsend, the Gurkha, and Sir W. G. Arm- 
strong, Whitworth & Company, Ltd., Elswick, the Afridi. 
The turbines for the last-named were constructed by the Par- 
sons Company, at Wallsend-on-Tyne. The three armored 
cruisers of the Invincible class were completed. John Brown 
& Company, Ltd., Clydebank, built the Inflexible of this class ; 
the Fairfield Shipbuilding & Engineering Company, Ltd., built 
the Indomitable, and Sir W. G. Armstrong, Whitworth & 
Company, Ltd., Elswick, built the Invincible. The turbines for 
the Tyne-built ship were constructed by Humphrys, Tennant 
& Company, Ltd., Deptford-on-Thames, a firm which is since 
extinct. 

It is noteworthy in shipyard development that in 1907 the 
four Imperial dockyards in Japan, at Yokosuka, Kure, Sasebo 


. International Marine Engineering 
et eee ee Leen Sree Te a ee 


SEPTEMBER, Ig0Q. 


actions. The delay with the Aki, thus caused, was one means 
of the speedy construction of the [bwki, the gantry proving of 
invaluable assistance in her case. 

The next year, 1908, was remarkably interesting in naval 
shipbuilding, and not often has the scope of ships for warfare 
had such development. The British Bellerophon and the 
German Posen, the British Invincible and the German Blucher, 
provided different solutions of the same problems. The 
swifter vessels should hardly be called cruisers, if a cruiser 
is a ship detachable from a fleet without reducing its fighting 
strength. But their inferior protection and superior speed 
design them for quite other uses. They are not battleships as 
the Dreadnought is. The Bellerophon is the latest complete 
logical development of the battleship, in which the problem is 
not to get speed alone but to combine efficiently great destruc- 


BRITAIN’S BATTLE-CRUISER INDOMITABLE, 


and Maizuru, were equipped for building warships. Sasebo 
and Maizuru were of more special service in reconstruction 
and repairs; and with this end in view these two establish- 
ments have been greatly extended. At Sasebo three new 
graving docks are established, having lengths of 750 feet, 600 
feet and 475 feet, respectively. These two dockyards may very 
readily be made available for construction. The battleship 
Satsuma and the first-class cruiser Kurama were launched 
from Yokosuka; the battleship Aki and the first-class cruisers 
Tkoma and Ibuki from Kure. Kure attracted special attention 
owing to the very rapid construction of the first-class cruiser 
Ibuki. From the berth occupied by her the battleship Aki was 
launched only in April. The [buki was laid down in May, and 
launched in November, thus occupying only six months in con- 
struction on the stocks. The displacement of the Ibuki is 
14,600 tons, against the Dreadnought’s 18,000 tons. The time 
taken with the Aki was more prolonged, the cause being that 
after the ship had been commenced on the stocks a gantry was 
started and erected across the berth. This gantry has six 
traveling cranes, three spanning the half breadth and three the 
full breadth, each capable of lifting 15 and 5 tons, respectively, 
and electrically-driven in their traversing, fleeting and raising 


tive power at long ranges with protection against all the 
dangers of naval warfare and large fuel capacity and speed. 
The Bellerophon and Temeraire are ideal vessels of their type 
for the particular work British warships have to do. 

The Invincible and her sisters, again, are modernized ships 
of the cruiser type. The real cruiser, adapted to the problems 
of modern warfare, however, is to be found in the Boadicea. 
The Boadicea type was developed from the scouts of 1902-3 
and 1903-4. The most serious objection to these ships was 
that they did not carry enough coal, and, therefore, their 
radius of action was poor. In the design of the Boadicea this 
deficiency was to be made good; yet insufficient coal capacity 
is still being urged against her. The five Boadiceas intended 
to remedy that defect are some 1,200 tons larger, and are called 
second-class cruisers. They are fast enough for scouting, but 
their armament and coal capacity are those of cruisers. 

The new classification of the coastal craft as torpedo boats 
is due to the larger purpose which the torpedo is beginning to 
serve. In destroyer development it may be noted that in 
course of construction there are such greatly different types 
as the 36-knot Swift, the 33-knot vessels of the Afridi, 
Saracen and Maori type, and the 27-knot vessels of the present 


SEPTEMBER, IQ09Q. 


International Marine Engineering 


371 


programme. The Swift is an experimental vessel of 1,800 tons 
displacement and 30,000 horsepower, with steam turbines and 
oil fuel. She is a destroyer with a protected cruiser’s sea- 
going qualities. In her case everything is sacrificed for speed 
and endurance. She seems the ideal scout, but with wireless 
telegraphy and telephony perhaps the day of the scout is 
passing. Anyhow, the Swift differs strikingly from other 
scouts. 

The 33-knot vessels under construction are essentially de- 
stroyers, although they can serve as scouts. Their specialty 
is ability to keep the sea in most weathers. The 27-knot 
vessels of this year’s programme are to burn coal instead of 
oil; but that does not mean that the 33-knot vessels are a fail- 
ure and that we are reverting to coal and less speed. These 
projected vessels are, except in fuel, the embodiment of the 
lessons learned from the earlier vessels. The destroyers of 
the river class were, on paper, slower than the 30-knot vessels, 
yet at sea they sailed round the nominally faster vessels. They 
were larger and they kept the sea better. One of the German 
destroyers, G 137, is credited with 33.9 knots, and the twelve 
V’s under construction at Stettin are designed to do 30 knots, 
but the displacement of G 137 is 572 tons, and the displacement 
of the Stettin boats is 670 tons, as compared with 900 tons of 
the British 27-knot boats, and: from 950 to 1,100 tons for the 
33-knot boats. The British vessels are bound to be faster in 
sea work. The development of the submarine is also in the 
direction of increased radius of action, involving greater di- 
mensions and other qualities. The Russian submarines have 
Gardner engines, and the two Italian vessels run on either 
petrol (gasoline) or paraffin (kerosene). 

The output of British dockyards in 1908 was as follows: 


VESSEL. Type. Tons Built at 
SEVincen beeen |G attles hip see 19,250 Portsmouth. 
Collingwood eer Ee rer EE rerer en |ebattleship ines 19,250 Devonport. 
Boadicea ee pe EERE Ere | moCOULee enna 3,300 Pembroke. 
(Co Whscocnanvoccgonoccoccucocc!| SED MTOsc56 630 Chatham. 
(Ca SS eee eee eee etn moubmarinc sess 630 Chatham. 


The following is the Admiralty dockyard output in previous 
years: ; 


Portsmouth. Chatham. Pembroke. Devonport. Sheerness. 
YEAR. y = 
Ves.| Tons. |Ves.| "Tons. |Ves.| Tons. |Ves.| Tons. |Ves.| Tons. 
1908. 1 | 19,250 2 630 1 3,300 iL} UDP | oo |} cosa 
1907.. TL |] USA) |) oo |] cosces 1 | 14,600 Hy UC | oo |} oseosc 
1906. 1 | 17,900 Hy WA) | oo |] cooese | WAG oa || necovd 
1905.. pan eiooene 1 | 16,350 1 | 13,550 | UES | oo |} ocoa0s 
1904... 2 | 32,700 1 | 10,850 iL} WEE oo || ccoses BW oer spee: 
1903.. 1 OYI0O |] oe |] veovce Ae Ih eo are 1 | 16,350 2 2,140 
1902.. ae lncuen 2 | 20,880 1 9,800 |) AVEO | oo || cooges 
1901. 1 9,800 1 | 14,000 2 | 23,900 1 | 14,000 3 3,210 
1900.. 1 DW UV so || cpoced Beat cramer Mon | teoued 3 3,030 
1899. 1 | 15,000 2 | 17,200 1 4,700 2 | SOW |) oo | cooape 
1898... 1 | 15,000 2 | 27,950 1 | 11,000 2 | 15,085 2 1,020 
1897.. 1 | 12,950 1 5,800 it) IGLOOM |) oo |) oecoes 1 2,130 
1896.. 3 | 26,300 1 | 14,900 1 | 14,900 2 | 11,000 2 4,275 
1895... 2 | 29,800 2 | 20,500 1 | 12,350 3 Uni Ga" || ousene 
1894... 1 5,600 1 | 14,900 1 1,070 3 3,210 2 1,920 
1893.. 1 4,300 2 5,430 2 8,720 3 9,630 1 4,350 
1892.. 2 | 18,300 1 | 10,500 1 | 14,150 1 4,350 4 3,240 
1891.. 2 | 21,850 3 | 24,900 1 | 14,150 1 3,600 1 3,600 
1890.. 1 2,575 1 1,340 1 2,575 3 | 12,500 2 1,470 


All the large maritime powers in the world are either build- 
ing or proposing to build capital ships of the Dreadnought 
type. Two have been built for Brazil; the Minas Geraes at 
Elswick, and the Sao Paulo at Barrow. Argentine has de- 
‘cided to order similar ships. Germany, the United States, 
Japan, France and Russia are either building or projecting 
Dreadnoughts, all developing the same naval idea. Some 
experts condemn the British Dreadnoughts as inferior units 
to the German ships of the Nassau class, or the Brazilian ships 


above mentioned. But the ships of each country are designed 
by experts working on knowledge that is not common to all. 

The British Dreadnoughts are designed for the work which 
British battleships are built to accomplish. With them strength 
is concentrated in home waters in accordance with a plan that 
has nothing to do with naval architecture. But the British 
Empire is world-wide, and a slight disturbance anywhere 
might render necessary a new concentration of her naval force 
remote from home waters. Fuel capacity, therefore, is a much 
more important element of design with her than it is else- 
where. The Dreadnought has bunker capacity for 2,700 tons, 
but later vessels of the type improve on that. All naval 
powers do not need ships with enormous provision of this 
kind. Their vessels seem, therefore, to carry too much weight 
in guns and armor to leave much for coal. 

In respect to armor protection there is little to choose be- 
tween British and German or Brazilian ships. In speed and 
in fuel capacity the British ships are superior but have fewer 
guns. The Minas Geraes and her sister ship have twelve 
12-inch guns with a turret forward and a turret aft, superim- 
posed above another. The Nassau types have fourteen 11-inch 
guns in seven barbettes, and cruiser F will have twelve guns 
of the same caliber and the same pattern. The chances are 
that the fighting efficiency, under war conditions, of the 
Dreadnought’s ten guns is higher than that of the Nassau’s 
fourteen guns, and the Dreadnought has greater speed and 
better coal capacity. The Vickers and Armstrong companies 
put 12-inch guns on the Brazilian ships. The United States 
has preferred the 12-inch, while France thinks more of the 
9.4-inch than the 12-inch. 

The British ships have been improved with the view of 
making them capable of operating over wider areas without 
sacrificing qualities essential to success against vessels of 
corresponding types designed to operate in narrower areas. 
The general line of progress is mcre towards perfection of the 
different compromises than to the reconstruction of them. 


THE LATEST UNITED STATES BATTLESHIPS. 


The most recent battleships to be completed for the United 
States Navy are the Michigan and South Carolina, of 16,000 
tons normal displacement. These ships are 450 feet long on 
the waterline, with a beam of 80 feet 3 inches and a mean 
draft of 24 feet 6 inches. The full load displacement is 17,650 
tons. The ships are designed for an indicated horsepower of 
16,500, to give a speed of 185 knots. Twelve Babcock & 
Wilcox watertube boilers, located in three separate compart- 
ments, supply steam at a pressure of 265 pounds per square 
inch. Propulsion is by means of two outboard turning screws, 
driven by four-cylinder triple-expansion engines. At full 
power the engines are designed to turn 125 revolutions per 
minute. The total machinery weight is 1,600 tons. Nine 
hundred tons of coal is the normal fuel supply, but the bunkers 
have a capacity for a maximum of 2,200 tons. 

The armament consists of eight 12-inch 45-caliber guns, 
mounted in pairs in turrets on the center line of the ship— 
four forward and four aft. The secondary battery consists of 
twenty-two 3-inch 1I4-pounder rapid-fire guns, and they are 
distributed on the main and gun decks. There are also two 
3-pounder semi-automatic, eight I-pounder semi-automatic, 
four .30-caliber automatic, and two 3-inch field guns. Two 
21-inch submerged torpedo tubes bring the total weight of 
armament up to about 1,150 tons. 

The main armor belt is 8 feet wide and 12 inches thick 
amidships. The main redoubt is 300 feet long, and at the ends 
there is a light belt of 114-inch armor. The turrets are pro- 
tected by 12, Io and 8-inch armor, the 12-inch armor being dis- 
tributed on the front of the turrets, the to-inch on the bar- 


37/2 


bettes and the 8-inch armor on the sides. The ’thwartship 
armor bulkheads are 10 inches thick, and the conning tower 
is protected by 12-inch armor, the total weight of armor being 
about 4,000 tons. 

The Michigan, a photograph of which is shown herewith, 


International Marine Engineering 


SEPTEMBER, IQ00. 


turret is placed between the two after turrets, as located on 
the Florida, and is sufficiently elevated to permit its guns to 
fire astern over the aft turret. The main characteristics of 
modern battleship design are very noticeable in these 
ships. 


UNITED STATES BATTLESHIP MICHIGAN. 


was built by the New York Shipbuilding Company, Camden, 
N. J., and the South Carolina by the William Cramp & Sons 
Ship & Engine Building Company, Philadelphia, Pa. 

Four still more powerful ships, the Delaware, North Dakota, 
Utah and Florida, of 20,000 tons normal and 22,075 tons 
full-load displacement, designed for a speed of 21 knots, are 
fast nearing completion. These ships are armed with ten 
12-inch 45-caliber guns, all mounted in pairs in the turrets on 
the center line of the ship, the secondary battery consisting of 
fourteen 5-inch rapid-fire guns, together with the usual equip- 
ment of small guns. The heaviest armor is 11 inches thick 

The Delaware and North Dakota were authorized in 1006, 
laid down in December, 1907, and are now over 90 percent 
complete. The Utah and Florida were authorized in 1907, and 
laid down the latter part of 1908, and are now over 30 per- 
cent complete. These ships are 518 feet 9 inches long over all, 
510 feet long on the waterline. Their beam is 85 feet 3 inches, 
and the mean draft 27 feet 3 inches. Babcock & Wilcox boilers 
are used in all of the ships, and provision is made for normal 
supply of 1,016 tons of coal and a maximum supply of 2,340 
tons. The designed horsepower is 25,000, and is to be de- 
veloped in the Delaware by two sets of triple-expansion en- 
gines, and in the other ships by Curtis turbines. 

Powerful as these last-named vessels are there are now 
authorized two battleships of 26,000 tons displacement 
and 21 knots speed, carrying a main battery of twelve 12-inch 
50-caliber guns, each capable of throwing an 850-pound shell 
with a muzzle energy of 50,000-foot tons. The secondary 
battery is to consist of a large number of 5o-caliber 5-inch 
guns. The main features of the design of these ships will be 
similar to the North Dakota type, but the total horsepower 
will probably be in the neighborhood of 33,000, and a bunker 
capacity of 3,000 tons of coal will be required. These ships 
will be the logical development of the North Dakota and 
Florida class, the length being increased to 545 feet, beam to 
92 feet, and the draft to 29 feet. The addition of another 
turret containing a pair of 12-inch guns, of course, alters the 
general arrangement of the vessel somewhat. This additional 


Photograph by N. L. Stebbins. 


THE OLDEST VESSEL IN COMMISSION. 


BY AXEL HOLM. 


The distinction of being the oldest vessel in commission in 
the world undoubtedly falls to the little Danish sloop: Con- 
stance. Although she does not look old or old-fashioned by 
any means, yet. she was built in the year 1723. To-day she is 
still busy as a tramp between Danish ports, seldom failing to. 
get her cargo of flour or lime, and carry it safely over the 
same Belts and sounds with which she has been familiar for 
185 years. 

That this particular age is correct was stated by the Danish 
Bureau of Shipping only a short time ago. Until recently 
she figured in the official lists without any age at all, but by 
looking over the archives very carefully, the Bureau could 
follow her way through the lists under various names down 
to the very year in which she was built. 

Of course, every stick in the hull has not been kept intact, 
as, for instance, in 1868, she was given a thorough overhaul, 
during which her stern was altered and lengthened by about 
5 feet, but still the greater part of her hull remains from that 
old time. Her present owner claims that to-day she is in 
better sailing condition than when he bought her in 1889, as. 
he has spent some $700 (£144) on a new rig, and other re- 
newals. Anyone, however, who has ‘dealt with old-time pro- 
ducts in shipbuilding well knows the excellent kind of oak 
and other materials commonly used; how gloriously it bears 
its age, and how hard it is, even for the teeth of time to de- 
stroy it. 

Even at the great age of 180, this vigorous old ship, in the 
Great Belt between the islands of Lealland and Finen, res- 
cued and carried safely into harbor a sister of hers in dis- 
tress. She then got the cargo of the others, as she was in. 
ballast herself, and started off for the port of Malmoe, in 
Sweden. But here she happened to meet the first serious ac- 
cident of her long life. She was overtaken by a heavy hur- 
ricane, which swept all over Denmark, and on Christmas Day, 
1902, she grounded and filled with water near the place of 


SEPTEMBER, 1909. 


her recent work of rescue. This her owners thought to be 
her last voyage, but, as a matter of fact, the rough treatment 
seemed to do her no harm and she is now in service as before. 

These facts were told the writer by her present owner and 
captain, Mr. J. Jeusen, of Lohals, Denmark, to whom she has 


[er 


International Marine Engineering 


373 


very great or imposing, but she has proved that her diminu- 
tive size is not to be scorned, as in the long course she has 
beaten many larger craft. If, for instance, we assume that 
during 150 years the little Constance has made fifty voyages a 
year, carrying about 30 tons of dead weight each voyage, she 


t 
} 
{ 
| 
i 
N 


THE DANISH SLOOP CONSTANCE AS SHE APPEARS TO-DAY. 


belonged since 1889. He gave her her present name, and has 
been nursing and caring for her like a father, his only sor- 
row being that the old vessel may soon disappear from the 
lists of the living, as he is an old man and has made up his 
mind to retire from shipping. As a means to prevent this, 
however, an attempt is now being made to arouse public in- 
terest through Danish newspapers for her preservation as long 
‘as possible. 

Not very much is known of her earlier history. Until the 
year 1882, probably under the name De fire Brédre (The Four 
Brethren), she belonged to the same family for eighty years, 
sailed by son after father, and plying between Denmark and 
Christiania, Norway. From 1882 to 1889 she was owned by 
Captain C. Boje, of Marstal, Denmark, carrying the name 
Catarina until her present owner obtained her, as previously 
mentioned. 

The government’s official list of Danish ships describes 
her as follows: 


INEN® S6506000 Constance. 
LOWS Grog conupeNseeeeean IN(, 1B. IL, Ws 
Rigging Ee eee OL OOD: 
Binildincmplaceeee nee eer Aero, Denmark. 
Biildincdsy caterer 17/26 5e 

Wleniemell cocccocnccoccccec, Celle 

Dep ic OIG, soccocccns0e OM fear 
UODTARS, BROEB.0ccccco00cc 35. 

WORT, TEs o occ cavescces 27. 

IDOE Ol IRESAZS 6 oococc0s Lohals, Denmark. 


The length and breadth is given as 52 feet 6 inches, and 14 


feet 8 inches, respectively, but it is not definitely known in 27 
SS 


what manner these measures were taken. 
As may be seen from the illustrations, she does not look 


+_—— 


will, in all, have conveyed more than 200,000 tons of mer- 
chandise, and even the giant Mauretania will not soon over- 
take this record. 

As a matter of curiosity, it might be mentioned that under 
the Danish flag there are plying thirty-two sailing vessels 
built before 1825, and of these, seven were built before 1800. 
One of them, the schooner Vigilant, was built in Baltimore 
in the year 1790, and has ever since been in service between 
the Danish Antilles. During the war between Denmark and 
Britain, 1807-1814, she fought victoriously as a privateer 
against the Englishmen. 


aN 


“ 


a 


-—~ 


—_ 


(il 


SKETCH SHOWING RIG OF THE CONSTANCE, 


Published Monthly at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 
GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
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Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Engineering, Inc., New York. 


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Patent Office. 


Copyright in Great Britain, entered*at Stationers’ Hall, London. 


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the month. 


A Century’s Progress in Steam Navigation. 

Now that steamships of 20,000 tons and over are 
no longer an uncommon sight, and with steamships 
of over 40,000 tons displacement driven by engines 
developing 70,000 horsepower maintaining an average 
speed of 25% knots on regular voyages across the 
Atlantic, it is hard to believe that all this progress is 
the result of only a hundred years’ experience in steam 
navigation, that, in fact, it is really the outgrowth of 
much less time than that, since the real development 
of steam ocean did not begin until 
1840. From 1840 to 1860 the development of the 
ocean-going steamship was steady, but as paddle- 
wheels were used almost entirely for propulsion, it 
was on lines somewhat foreign to the recent rapid de- 
velopment. Since 1860 screw propellers have been 


navigation 


International Marine Engineering 


SEPTEMBER, 1909. 


used exclusively on trans-Atlantic steamships, and 
therefore it might very well be said that the swift, 
modern, luxurious trans-Atlantic steamship has been 
developed within the memory of living man. 

The invention of the steamboat cannot be credited 
to any one man. Robert Fulton was the first to bring 
out a successful commercial steamboat, but he was by 
no means the first to experiment with this means of 
navigation. In America alone, where at that time the 
facilities for engine building or machine work of any 
kind were very poor, no less than fourteen actual 
steamboats had been built and operated previous to 
the building of the famous Clermont. Some of the 
ideas evolved by Rumsey, Fitch, Morey and Stevens 
were far in advance of those which Fulton put into 
practical operation, and which have since become 
fundamental factors in the development of modern 
steamships. Their successes are in no way belittled 
by Fulton’s brilliant achievement, no more than are 
the achievements of such inventors in other countries, 
as Hulls, Symington, Watt, and others in England. 

After the first experimental period in marine en- 
gineering, which resulted in the building of Fulton’s 
Clermont in America and Bell’s Comet in England, 
only a few years elapsed before a steamship made a 
voyage across the: Atlantic ocean. This was accom- 
plished by an American vessel (the Savannah) in 1818, 
although it was not until 1840 that an attempt was 
made to establish regular communication by steamship 
between England and America, when the Britannia, 
of the newly-organized Cunard line, made her first 
voyage to America. The Britannia was only a small, 
wooden paddle steamer of 1154 tons and 740 indi- 
cated horsepower, capable of an average speed of 
8% knots. She was only 207 feet long, 34 feet 4 
inches broad, and 24 feet 4 inches deep, but she 
marked the beginning of what has since become the 
field of greatest activity and development in marine 
engineering and naval architecture, the trans-Atlantic 
steamship. The culmination of this development in 
the modern turbine-driven greyhound, capable of cross- 
ing the Atlantic at an average speed of 25% knots, is 
a fitting climax to a century’s progress in the develop- 
ment of steam navigation. 

During this comparatively brief progress (in reality 
little more than half a century), the length of steam- 
ships has been quadrupled, both the breadth and depth 
have increased by about 115 percent, the tonnage 1s 
nearly 30 times greater to-day than it was then, and 
the engine power 95 times greater. This increase in 
dimensions, however, gives but a small idea of all that 
has been accomplished by the marine engineer and 
naval architect during this time. Great as has. been 
the development in size, power, speed and luxurious- 
ness of the modern liner, no less remarkable have 
been the economies effected in the weight of marine 
engines as compared to their power as well as in their 


SEPTEMBER, 1900. 


coal consumption. In the Britannia of 1840, the main 
propelling machinery developed only from 1% to 2 
horsepower per ton weight, and the coal consumption 
was from 4% to 5 pounds of coal per indicated horse- 
power per hour. With the reciprocating marine en- 
gines of the present day at least 6 horsepower can be 
developed per ton weight, and the coal consumption 
averages only from 1% to 2 pounds per indicated 
horsepower per hour. With turbine-driven merchant 
ships from 12 to 14 horsepower per ton of propelling 
machinery can be obtained, while for naval vessels still 
greater economy is obtained. On large battleships 
about 12 horsepower per ton of machinery can be ob- 
tained with reciprocating engines, and about 14 with 
turbines; on fast cruisers the figures are in the neigh- 
borhood of 19 for reciprocating engines and 25 for 
turbines, while on the modern torpedo-boat destroyer 
about 45 indicated horsepower can be obtained per 
ton of machinery with reciprocating engines, and about 
65 horsepower per ton weight with turbines. These 
marvelous results are obtained without any increase 
of coal consumption; in fact, better economy in this 
respect is being attained daily. Undoubtedly even 
better results than these can be obtained in the near 
future if the problem of reversing steam turbines is 
simplified, or if more efficient forms of high-speed pro- 
pellers are devised. This great increase of power per 
ton weight of machinery is the vital point of all prog- 
ress in marine engineering and is the particular con- 
tribution of marine engineers toward economy in size 
and cost. 

As regards the construction of ships’ hulls, there 
is nothing to-day to limit the size of the vessels com- 
mercial considerations demand. Naval architects are 
now able to design and build vessels of any dimen- 
sions which are found necessary to carry on commerce 
most economically and to suit any harbor conditions 
which exist. This is made possible primarily by the 
substitution of steel for iron and wood construction. 
In the old days of wooden ships the size of ships was 
limited, because beyond a certain length the structure 
of vessels was inadequate to withstand the stresses 
occasioned by the weight of the ships themselves and 
their cargo. Hogging occurred in many of the larger 
wooden ships, and this could not seem to be prevented 
by any form of costruction adaptable with wood as 
the material. The substitution, first of iron and later 
of steel, for wood has enabled great economy to be 
effected in the weight of ships’ structures. Formerly 
this structural weight represented perhaps fifty per- 
cent of the total weight of a full loaded vessel. If 
wood had remained the chief shipbuilding material it 
would have been absolutely impossible to approach the 
dimensions or speeds which have now been attained. 
With the steel which is now procurable for shipbuild- 
ing material and with the forms of construction which 
are used, notwithstanding the enormous increase in 


International Marine Engineering 


375 


length, tonnage, and total weight of modern steam- 
ships, the proportion of that total weight devoted to 
the hull structure itself is very much less than it was 
in the old days of smaller wooden vessels. 

To what extent and with what rapidity recent prog- 
ress in marine engineering has outstripped all previous 
development is evident when it is considered that at the 
time the giant turbine-driven Cunard steamships Lu- 
sitania and Mauretania were projected the most 
powerful turbines which had then been tried were 
those fitted in the third-class cruiser Amethyst, an in- 
stallation which aggregated only about 12,000 horse- 
power, or about 4,000 horsepower for each unit. The 
advance from these turbines to the four turbines of 
the Lusitania and Mauretania, each capable of develop- 
ing nearly 18,000 horsepower, or a total of about 70.- 
000, was a step which corresponded practically with 
the entire development of reciprocating engines from 
1860 down to the present day. 

Although in the early development of steam navi- 
gation most innovations were made in the merchant 
marine and afterwards copied in naval vessels, yet the 
same does not hold true to-day. Iron was generally 
introduced as a shipbuilding material for merchant 
vessels as early as 1832, but it was not until about 
1860 that it was generally adopted for naval vessels. 
Previous to 1854 all naval vessels were wood-built, un- 
armored vessels. 

The screw propeller, on the other hand, was intro- 
duced into both merchant and naval vessels at about 
the same time in the early forties. Compound engines 
were not introduced in the British navy until 1871, 
whereas they had been in use in merchant vessels some 
years before that. Twin screws were first used in the 
City of Paris and the City of New York, of the Inman 
line in 1889. From 1835 to 1845 vertical cross-head 
engines, side-lever engines, beam engines and oscillat- 
ing engines were all introduced in merchant ships and 
became generally used. The type of engine used in 
early war vessels was usually either the side-lever, 
heavy long-stroke engine, such as was used in the 
Phoenix in 1830, and which was popular in the mer- 
cantile marine as late as 1860, when paddle-wheels 
were generally discarded in favor of screw propellers, 
or the trunk type of engine, which was exceedingly 
low and compact, having horizontal cylinders and re- 
turn connecting rods. 

What the future has in store in the way of develop- 
ments in ships and propelling machinery is impossible 
to predict. At present ships 890 feet long, 92 feet 
beam, with a molded depth of 64 feet and a displace- 
ment of 60,000 tons are under construction; but in 
point of engine power and speed they do not equal the 
Lusitania or Mauretania, although it is very probable 
that they will show many improvements in economy 
over these vessels. In the light of recent progress, 
however, the future promises brilliant achievements. 


376 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 

Tons. Knots. 

S. Carolina... 16,000 18% 

Michigan ... 16,000 18% 
Delaware ... 20,000 21 
North Dakota 20,000 21 


July 1. Aug. 1. 
Wm. Cramp & Sons.......... 94.6 96.5 
New York Shipbuilding Co... 98.3 99.4 
Newp’t News Shipbuilding Co. 86.9 91.8 
Fore River Shipbuilding Co.. 87.7 90.3 


Florida .... 20,000 2034 Navy Yard, New York....... 19.9 24.8 
Utah ....... 20,000 2034 New York Shipbuilding Co.. 26.8 33.2 
TORPEDO-BOAT DESTROYERS. 

Smith ...... 700 28 Wm. Cramp & Sons......... 94.6 95.6 
Lamson .... 700 28 Wm. Cramp & Sons......... 84.9 88.4 
Preston . 700 28 New York Shipbuilding Co... 82.2 90.1 
Flusser . 700 28 lH IGA \WO So 00000000000 83.6 90.0 
Reid ... 700 28 Bath Iron Works............ 79.8 84.2 
Paulding 742 29% Bath Iron Works............ Wi AL 
Drayton 742 29%%4 Bath Iron Works. ..2...2205: 17.6 20.7 
OS ooco0000 742 2914 Newp’t New Shipbuilding Co. 51.6 57.4 
pLertysecee 742 29% Newp’t News Shipbuilding Co. 47.6 61.9 
Perkins 742 29% Fore River Shipbuilding Co.. 37.9 44.6 
Sterrett ..... 742 29% Fore River Shipbuilding Co.. 35.8 41.2 
McGalltress 742 29%4 New York Shipbuilding Co.. 17.1 22.5 
Burrows .... 742 29% New York Shipbuilding Co.. 16.7 22.4 
Warrington... 742 29%4 Wm. Cramp & Sons.......... 23:9 82.7 
Mayrant .... 742 29%%4 Wm. Cramp & Sons.......... 30.0 37.2 
IN@5 EBLoo0c0 S00 0000 | HA ION WOE S.09900000000 0.0 1.1 
WO; Bhoosoo .+. «e-- Fore River Shipbuilding Co.. 0.0 0.8 
SUBMARINE TORPEDO BOATS. 

Stingray .... Fore River Shipbuilding Co.. 94.3 95.0 
sarponeieee Fore River Shipbuilding Co.. 94.3 95.0 
Bonita .. Fore River Shipbuilding Co.. 87.3 90.6 
Snapper Fore River Shipbuilding Co.. 87.1 87.6 
Narwhal Fore River Shipbuilding Co.. 93.7 94.5 
Srayling Fore River Shipbuilding Co.. 90.1 90.6 
almon Fore River Shipbuilding Co.. 81.1 81.8 
Calan. Sretey ate Newp’t News Shipbuilding Co. 20.4 23.2 
Bickeérel’ cjaisccaskieeerece scree ANee IWlarem (COooa00000000000 Sal 4.3 
Skate gia iaeh ein aceon ANne WERE CO>o000000000000 3.2 4.3 


ENGINEERING SPECIALTIES. 


New Lidgerwood Steering Engine. 


The Lidgerwood Manufacturing Company, of New York, 
having recently established a marine department, is now build- 
ing a line of steering engines of approved design, one type of 
which is shown herewith. This engine is not a radical de- 
parture in design from those now in general use. It does, 
however, contain a number of important features which will be 
appreciated by practical men. Two of these features are 
clearly shown in the illustration. The first is the introduction 


of the Lidgerwood standard gib and key connecting rod in 
AT; 


place of the old-fashioned yoke and shim arrangement. The 
other is the introduction of the Lidgerwood standard locomo- 
tive type of cross-head and guide instead of the old-style plug 
cross-head and barrel guide. The application of these features 
is not new for ship work, as they have been extensively used 
on ships’ winches for a number of years by many steamship 
lines of this and other countries. 

The arrangement of the engine is such as to permit of the 
easy adjustment for wear, thereby obviating the disagreeable 
noise which frequently arises from steering engines after they 


International Marine Engineering 


SEPTEMBER, IQ909. 


have been in use for a short while. Great care has been taken 
in designing the machine so as to obtain the maximum strength 
of parts where it is most needed. The engine is exceedingly 
compact, and is arranged for easy inspection and adjustment. 

The machine is built from new patterns, in which all the 
improvements suggested by an extended experience and ob- 
servation have been embodied. The engine illustrated is an 
automatic steam-type of steering engine, although the com- 
pany also builds a combined hand and steam type and also 
a screw-gear engine for large ships. All of these engines are 
built on the same general lines and under the Lidgerwood 
system of duplicate parts, which not only insures accuracy but 
at the same time makes it possible at any time to promptly 
procure repair parts which can be put into place at once with- 
out requiring any work in fitting. 


Wick’s Patent Releasing Device for Life boats. 


A new releasing device for lifeboats has recently been placed 
on the market by David Kahnweiler’s Sons, New York, which 
is both simple and efficient. The main feature of the device 
consists of a sliding bolt attached to a spring, which tends to 
draw the bolt out and release the boat. The bolt is held in 
place when in operation by the weight of the boat, and is 
secured by a thumb catch, which serves the same purpose as 
the mousing of a hook and prevents the automatic device from 


operating before it is desired. In launching a boat, just as 
soon as the weight of the boat is on the sliding bolt the thumb 
catch can be removed, in which case the bolt remains in posi- 
tion .until the boat is water-borne, when it automatically 
springs out of the way, releasing the boat immediately. If it 
is desired, the thumb catch need not be removed until the boat 
is water-borne. The method of operation is so obvious that it 
requires no experience to use the device. Therefore, it is very 
unlikely that any mishap could occur with it. Because there 
are so few parts to the device the block is brought closer to the 
boat than if fastened in any other way. This allows more dis- 
tance between the upper and lower blocks for hoisting, so that 
the davits need not be so high in order to give the requisite 
clearance. The blocks are made of galvanized iron or lignum 
vitee sheaves with bronze rolls. 


A Remarkable Coaling Device. 


Some remarkable records in handling coal on board ship are 
being made on the United States collier Mars. By means of 
a new device, which is the invention of Spencer Miller, chief 
engineer of the cableway department of the Lidgerwood 
Manufacturing Company, New York, two men are able to dis- 
charge 117 tons of coal per hour from a single hatch of the 
collier. Twenty men, manning as many hatches of this new 
collier, can discharge a thousand tons of coal per hour and 
over. The entire cargo of the collier can be emptied in about 
eight hours. This new device, which is called the marine 
transfer, consists of a clam-shell bucket, which digs the coal 
from the hold, hoists it, swings it outboard and dumps it onto 
the deck of a warship, where it is distributed by the ship’s 
crew into the bunkers. 


SEPTEMBER, IQ09. 


International Marine Engineering 


377 


In contrast to such a remarkable performance the present 
method of handling coal in vogue in all navies seems slow and 
cumbersome. According to the present method, sailors are 
sent into the hold of the collier, where they shovel the coal 
into bags. The ship’s winches and derricks hoist the bags and 
deposit them on the deck of the warship, where they are dis- 
tributed to the bunkers by the crew. By this method 25 tons 
of coal per hour per hatch is an average performance and 40 
tons is the maximum. This, in fact. can only be accomplished 
by the aid of about forty men. The advance from handling 4o 
tons of coal per hour by forty men to 117 tons per hour by two 
men is indeed a remarkable performance. 


Hutchinson’s Steel Plate Marine Ranges. 

The body of the Hutchinson steel plate marine range, manu- 
factured by Hutchinson Bros., Baltimore, Md., is made of 
heavy cold-rolled steel strongly riveted and bolted at the joints. 
All trimmings and braces are made of wrought and malleable 
iron, highly polished and nickel-plated if desired. The cast- 


Duval Metallic Packing. 


Radical changes have been made in power plant machinery 
in the last decade; high-pressure steam has almost entirely 
replaced low-pressure service; superheated steam is being 
generally used; the internal-combustion engine has proved 
practical; enormous hydraulic pressures are now carried. All 
of these improvements have demanded the most exacting per- 
formance of packing, and, as the soft compositions of the old 
days could not meet the new requirements, many different 
kinds of packing have been placed on the market for this pur- 
pose. One of the first of these was the Duval woven wire 
metallic packing, which is manufactured by the Power Spe- 
cialty Company, New York. 

Duval metallic packing is made of a fine, white alloy wire, 
accurately plaited in square form. This wire is of special 
composition, determined after extensive experiments and 
calculated to obtain a maximum strength and elasticity with a 
minimum friction and wear. It is claimed that it will resist 
enormous pressures and maintain a tight joint without bear- 


EE ES 
RT 


SQ SS 
INU 


mh | 


Dae, 


leet 


ll a i 
Te 


ings, such as the top, grate, fire-plates and water-back, are 
made of fine quality pig iron. A special feature of the range 
is the oven bottom, which is made of boiler plate, reinforced 
with angle-iron, a construction which, it is claimed, is non- 
warpable. The range is fitted with the Hutchinson patent 
shaking and dumping grate, suited for burning either hard or 


ing unduly against the rod, while, at the same time, it is of 
such hardness that it will not cut the rod or wear unevenly, 
although if applied to a rod already scored it will adjust itself 
to the uneven surface. It is also claimed that its heat- 
resisting properties are such that it cannot burn when sub- 
mitted to the highest temperatures, and that it does not de- 


soft coal. The grate is so constructed that the fire can be 
shaken, kept bright and dumped without removing the covers 
or opening any doors. It is also claimed to be very durable. 
The range shown in the illustration, which is supplied with 
guard rails, cross bars, feet and steel flues, also with side 
braces and rods to bolt to the floor, is 7 feet 6 inches long and 
39 inches deep, with two fires and two ovens, each oven being 
28 by 18 by 16 inches. - 


teriorate when kept in stock. 
unlimited, for it is designed to maintain a tight joint against 
any water pressure up to 5,000 pounds per square inch, and 
also against any temperature up to 900 degrees F. The speed 
of the rod or plunger has little effect on the packing, as it 
may be used on rods moving as fast as 1,750 feet per minute or 


Its field of service is practically 


upon slow-speed plungers. It is not recommended for use 


on brass rods. 


37 International Marine Engineering 


SEPTEMBER, 1909. 


An Improved Type of Marine Air Pump. 


It is always of first importance to economize on the space 
occupied by machinery in a steamship. One of the largest 
auxiliaries which is used is the old-style air pump, which, on 
account of having large cylinders and operating at slow speeds, 
takes up an undue amount of space. This is true whether the 
air pump is of the independently steam-driven beam type or 
direct connected. A very much smaller pump, known as the 
Rotrex (Pratt's patent), has just been put on the market by 
the C. H. Wheeler Manufacturing Company, Philadelphia, Pa., 
in order to take the place of the old-style large and bulky 
pump. The Rotrex pump embodies all the essential features 
of a high-grade, high-vacuum air pump, and is adapted for 


direct connection to other auxiliary machinery. The construc- 
tion of the pump is very simple, consisting of a light-weight 
cylindrical casing and one rotor, eccentrically mounted on a 
heavy steel shaft carried in outboard ring-oiled bearings inde- 
pendent of the stuffing-boxes. Division between the suction 
and discharge in the pump cylinder is made by means of a 
radius cam, which is carried in independent bearings, and is 
operated by means of a lever and crank from the rotor shaft 
on the outside of the pump. ‘These three parts, namely, the 
rotor, radius cam and driving crank, are the only moving parts 
in the pump. By this arrangement it is claimed that internal 
contact, which has hitherto been the cause of the failure of 
many rotary pumps, is entirely eliminated, the rotor operating 
with a close clearance from the bore of the pump cylinder and 


the cam maintaining a close clearance from the rotor. By an 
ingenious arrangement of ports these clearances are thor- 
oughly water sealed at all times, insuring a high vacuum. 
No suction valves are used, and the discharge valves are of the 
high-speed metallic type, to eliminate expensive up-keep. The 
pumps are built in capacities from 50 to 5,000 horsepower in 
one unit, and beyond that size multiple units are used, an 
independent air-pump engine being provided with one Rotrex 
pump, driven from each end of the crank shaft and direct 
connected to the engine. The usual marine arrangement 
consists of a centrifugal circulating pump driven by a vertical 
high-class economical steam engine with the Rotrex air 
pump direct connected. By this arrangement one engine 
drives both pumps, the speed of the combined outfit being 
180 to 250 revolutions per minute, depending upon the size 
of the unit. This arrangement eliminates the additional 
steam cylinders ordinarily used to drive an air pump. It is 
claimed that the Rotrex pump produces the highest possible 
vacuum which is needed with the latest developments in steam 
turbines. This is accomplished with a machine of small size, 
which is impossible with the old-style reciprocating pump. 


TECHNICAL PUBLICATIONS. 


Compressed Air Work in Diving. By G. W. M. Boycott 
Size, 6 by 9% inches. Pages, 116. Figures, 16. London, 1909: 
Crosby, Lockwood & Sons. Price, $4.00. 

This book is intended as a practical hand-book embodying 
the main principles of compressed air work and diving. Chap- 
ters 1 and 2 give a set of rules for stage decompression which 
will undoubtedly be found exceedingly useful by anyone en- 
gaged in this line of work. The method outlined was origi- 
nated as the result of the work of a committee appointed four 
years ago by the British Admiralty to report upon the condi- 
tions of deep-water diving, and it was also based upon recent 
investigations of Drs. Haldane and Boycott and Lieut. Damant 
at the Lister Institute of Preventive Medicine. The subject 
of diving is included in the first four chapters, the remainder 
of the book being given over to the use of pneumatic caissons 
and cylinders, tunneling, etc. In discussing the subject of tun- 
neling, the methods used in constructing the Blackwall, the 
Rotherhithe and Hudson River and East River tunnels are 
discussed. 


The Screw Propeller. By A. E. Seaton. Size, 61% by 9 
inches. Pages, 255. Plates, 6. Figures, 65. London, 1909: 
Charles Griffin & Company, Ltd.; Philadelphia, J. B. Lippin- 
cott Company. 

In the preface the author states that the object of this book 
is to amplify and explain the subject matter relating to pro- 
pellers which was given in his Manual of Marine Engineering 
published thirty-two years ago. In that work only general 
rules and formule sufficient to satisfy the wants of designers 
were given, whereas in the present volume all that is new and 
of importance regarding the screw propeller, paddle-wheels, 
hydraulic propulsion, etc. together with much that is of in- 
terest, although comparatively old, is taken up. No attempt 
has been made to include abstruse and highly mathematical 
investigations concerning the theory of the resistance of ships 
and propellers, the book being intended more particularly for 
students, draftsmen, sea-going engineers, designers and the 
like, who have immediate use for necessary rules and data for 
the best design of propellers. The subject of the screw pro- 
peller itself is not reached until approximately the middle of 
the book, the first chapters being taken up with the history of 
early and modern marine propellers arranged in chronological 
order. This is followed by short chapters on the resistance 
of ships, slip, cavitation and racing, and then the subject of 
paddle-wheels is taken up. This is treated with perhaps more 
thoroughness than is usual in books on marine propulsion, 
much valuable data being given. A short chapter describes 
what has been done in the way of developing hydraulic pro- 
pulsion, and points out the theoretical advantages and disad- 
vantages of this means of propulsion. Coming to the screw 
propeller itself, we find the subject treated with the author’s 
characteristic thoroughness and clarity. The geometry of the 
screw propeller, various forms and types of propellers and 
the materials used in their construction, besides the theory of 
the screw propeller, are all discussed at length. The last part 
of the book includes data from the most recent experiments 
made by Sell, Isherwood and others. Some valuable tables 
are also included, giving complete data regarding the per- 
formance of various steamships on trials. 


Steam Power Plant Piping Systems. By William L. Mor- 
ris, M. E. Size, 6 by 9 inches. Pages, 490. Figures, 380. 
New York, 1909: McGraw-Hill Company. Price, $5.00 net. 

The subject matter of this book is the result of the author’s 
personal experience in the design of piping systems for steam 
power plants, and the subject is discussed solely from his point 
of view. This does not mean, however, that the book lacks 
breadth or completeness, for the author has had a wide and 
varied experience and is amply qualified to write as an expert 


SEPTEMBER, 1909. 


on his subject. In fact, the results of the study and work of a 
specialist are here presented in such form that the average 
engineer can profit by them. The design of boilers and engines 
is not touched upon, but all auxiliary apparatus in the pipe 
circuit between the boiler and engine and in the various piping 
systems for steam, oil, air, etc., have been treated and their 
general design discussed. 

The author points out that the chief requisite in pipe work 
engineering is to so design as to permit repairs of disabled 
lines without interfering with the regular service of the plant. 
This he suggests can best be accomplished by allowing the pipe 
fitters and manufacturers to design the details of the piping, a 
part of the work which the engineer himself is seldom capable 
of doing to the best advantage and for which he can rarely 
afford to employ specialists. It would then devolve upon the 
piping contractor to design the details, and the responsibility for 
good pipe design would then be fixed, for the contractor’s 
reputation would depend upon his design as well as upon his 
workmanship. The engineer could then devote his entire time 
to getting out complete piping system diagrams, and so de- 
signing the complete arrangement as to meet the chief requisite 
for good pipe work mentioned above, work which he is or 
should be qualified to do. This method deserves thorough 
consideration, for it evidently has much to recommend it. 


Marine Engineering. By A. N. Somerscales. Size, 5%4 
by 8% inches. Pages, 445. Figures, 153. Glasgow, 1909: 
James Munro & Company, Ltd.; London, Simpkin, Marshall, 
Hamilton, Kent Company, Ltd. Price, 12/6 net. 

The author of this book has had considerable experience in 
assisting candidates to prepare for the Board of Trade ex- 
amination for extra first-class engineers, and the information 
needed for such work forms the basis of the book. While the 
book is primarily useful for those who desire a hand-book 
for preparation for the extra examination, yet it covers most 
of the ground usually included in mechanical and marine engi- 
neering, and so forms a valuable book on the general subject 
of engineering. It is divided into three parts, with an ap- 
pendix. Part I. contains short essays on physical and engi- 
neering subjects; Part II., solutions of questions on mensura- 
tion, mechanics, etc.; Part III., the proof of rules and formule 
used in engineering work, while the appendix contains tables 
and examination papers. While the book is by no means an 
elementary treatise on the subject, yet it is no more theoretical 
or complicated than the subject demands. In fact, much of the 
material is presented in the form of practical questions and 
answers, the complete solution of the problem being given in 
detail in each case. 


History of New York Shipyards. By John H. Morrison. 
Size, 6 by 9 inches. Pages, 165. Figures, 22. New York, 1909: 
William F. Sametz & Company, Price, $2.00. 

During the era when wooden sailing ships formed the princi- 
pal part of the mercantile marine in every country, America 
had an undoubted supremacy, due to the excellence of her ships 
and sailors. At this time wooden shipbuilding was in its most 
prosperous condition, and New York shipyards were turning 
out some of the fastest and most famous ships afloat. With 
the advent of iron and steel ships shipbuilding in and about 
New York rapidly declined, and, although numerous large and 
important repair yards have been developed to meet the neces- 
sities of such a large port, yet shipbuilding, as applied to the 
construction of new vessels, has never reached the same im- 
portance in New York that it formerly occupied in the days of 
wooden sailing vessels. The story of the development and de- 
cline of this industry involves much that is of interest, not 
only regarding mechanical details and methods of construction, 
but also regarding labor conditions and the men who carried 
on these enterprises. These are carefully treated hy the 
author. 


International Marine Engineering 


379 


One of the most interesting parts of the book is that dealing 
with clipper ships, in which the records of some of the most 
prominent clipper ships that sailed from New York from 1841 
to 1860 are given. This information has evidently been com- 
piled with the greatest care and accuracy, and it is the only 
thing of the kind which we have ever seen. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID: C, 


916,736. PNEUMATIC FLOATING DOCK. 
HOLZ, OF STERKRADE, GERMANY, ASSIGNOR TO _ GUTE- 
HOFFNUNGSHUTTE, AKTIENVEREIN FUR BERGBAU UND 
HUTTENBETRIEB, OF OBERHAUSEN, II, GERMANY. 

Claim.—A floating dock with independent air compression chambers in 
the side walls, and in the bottom pontoon, and with means for admitting 


JOSEF LOFFEL- 


water directly into said chambers from the outside to compress the air 
therein, said chambers having no communication with each other. One 
claim. 


919,718. GOVERNOR FOR MARINE ENGINES. JOHN GOR- 
DON, THOMAS JACKSON, AND CHARLES ANDREWS, OF LON- 
DON, ASSIGNORS TO ANDREW’S GOVERNOR PATENTS LIM- 
ITED, OF LONDON, A COMPANY OF GREAT BRITAIN AND 
IRELAND. 


Claim 2.—In a speed-goverrfing apparatus for marine engines, a 
means for controlling the supply of power to the engine, a cylinder for 
operating said means, a valve for controlling the passage of motive 
fluid to said cylinder, a gravity-controlled tiltable device, arranged to 


operate said valve, in combination with a momentum governor, and an 
automatic by-pass valye arranged to admit motive fluid to said cylinder 
and to cut out from action the valve first named and means operated 
by the said momentum governor for supplying motive fluid to the by- 
pass valve to operate the latter. Two claims. 

920,285. FLOATING DRYDOCK. WILLIAM THOMAS DON- 
NELLY, OF BROOKLYN, N. Y. 

Claim 5.—In a floating drydock, sides, pontoons, compartments in 
said pontoons each compartment provided with a water inlet and a 
water outlet, a pump having a combined inlet and outlet into and from 
the compartment and a combined water inlet and outlet communicating 
with the water inlet and the water outlet of the compartment and means 
for preventing water from being discharged from the water inlet of the 
compartment. Six claims. 


380 


International Marine Engineering 


SEPTEMBER, 1909. 


920,046. FLOAT OF REINFORCED CONCRETE. CARLO 
GABELLINI, OF ROME, ITALY, ASSIGNOR TO SOCIETA’ CE- 
MENTO ARMATO E RETINATO GABELLINI, OF ROME, ITALY. 

Claim 1.—Floats formed of reinforced concrete provided with hollow 


watertight compartments, allowing passage of a person through said com- 
partments. Two claims. 


920,282. FLOATING DRYDOCK. 
NELLY, OF BROOKLYN, N. Y. 

Claim 1.—In a floating drydock, a series of pontoons buoyant when 
filled with water, sides or wings supported thereon non-buoyant when 


WILLIAM THOMAS DON- 


filled with water and passages establishing communication between said 
ontoons and sides or wings, whereby water is admitted to and_ ex- 
paveted from the sides or wings through the pontoons. Three claims. 


921,423. SCREW-PROPELLER. GEORGE MACKANESS, _ OF 
DRUMMOYNE, SYDNEY, NEW SOUTH WALES, AUSTRALIA, 
ASSIGNOR OF ONE-HALF TO JOHN BARNES, OF MOSMAN, 
SYDNEY, ANSTRALIA. 2 
Claim_1.—A propeller comprising an elongated hub, a plurality of 
series of blades, each series having its blades increasing in length and 
similarly proportioned up to the limit of their respective length, and 


said blades in each of said series arranged aslant the hub in a direc- 
tion opposite the pitch of the blades and overlapping when viewed in 
a direction parallel to the axis of the hub. Two claims. 


921,641. METHOD OF PREVENTING CORROSION OF METALS 
IMMERSED IN LIQUIDS. PEREGRINE ELLIOTT GLOUCESTER 
CUMBERLAND, OF ST. KILDA, VICTORIA, AUSTRALIA. 

Claim.—The method of preventing the corrosion and decomposition of 
propeller shafts and other metallic portions of ships immersed or in 
contact with sea water and whereby two or more electrically opposed 
metals are in juxtaposition and connected in parallel and constitute a 
negative electrode, consisting in placing additional iron means in con- 
tact with the water in proximity to the metal parts to be protected and 
insulating said iron means from said parts except through the sea 
water, and connecting said metal means in parallel] and to the positive 
pole of an auxiliary source of electrical energy having a higher electro- 
motive force than that caused by the difference of electric potential be- 
tween the various metals comprised in the structure to be protected, and 
connecting the negative pole to said source of enerey and said metals 
to be protected constituting the negative electrode. ne claim. 


British patents compiled by G. F. Redfern & Company, 
chartered patent agents and engineers, 4 South street, Fins- 
bury, E. C., and 21 Southampton building, W. C., London. 


24,085. TURBINES. H. DAVEY AND H. N. DAVEY, EWELL, 
SURREY. 

Turbines are driven by a mixture of hot air and steam, or by a mix- 
ture of combustion products and steam. In one modification, the two 
fluids do not mix until exhausted from the turbine. Combustion pro- 
ducts pass from a combustion chamber upwards through a heater, thereby 
heating air drawn in by a fan. The combustion products then raise 
steam in a generator, which passes along a pipe to a turbine wheel, after 
which it mixes with the hot air passing through the heater. This mix- 
ture drives a turbine wheel and exhausts into the combustion chamber 
thereby furnishing the required oxygen. In a modification, the com- 
bustion chamber is surrounded by a generator. The lower part of a 
turbine wheel is driven by the combustion products, and the upper part 


by steam from the generator. The flow of steam is controlled by a 
valve. The mixture exhausts into a condenser, the condensed steam 
being removed by a suitable pump, and the residual gas being withdrawn 
by a fan. In a further modification the combustion products, on leay- 
ing the combustion chamber, raise steam in a generator. The steam 
acts upon a turbine wheel and then, mixed with the combustion pro- 
ducts, acts upon a turbine. The mixture next passes through a con- 
denser, whence the residual gas is withdrawn by a fan. 


24,482. RAISING SUNKEN VESSELS. W. W. WOTHERSPOON 
AND R. O. KING, NEW YORK, U. S. A. 

Relates to the method of raising stranded or sunken vessels, in which 
the ordinary means of communication with the various compartments 
are made air tight, the decks and walls of the compartments are braced 
and strengthened to withstand the pressure, airlocks are provided for 
the ingress and egress of workmen, and compressed air is admitted to 
expel the water from the compartments. According to the present in- 
vention, when the leak is in the side of a compartment, the water is 
expelled to the top of the hole by the air pressure, and the hole is 
closed by the progressive downward application of a covering. When 


leaks occur in a number of compartments, means are provided for ad- . 
justing the air-pressure according to the different hydrostatic pressures 
encountered, and, in making the hatchways air tight, the hatch cover 
and gasket are temporarily held against the coaming until the com- 
pressed air is admitted. The deck is strengthened by beams or braces 
or by other means. To render the compartment air tight, a plate or 
covering is held against the coaming of the hatchway with a rubber 
gasket packing is interposed. The plate is temporarily held in place 
before the admission of compressed air by means of vertical stay-bolts. 
To the coaming of the hatchway is applied an air lock with doors for 
the entry and exit of workmen. The air is admitted by a pipe from 
the compressor placed in any suitable position. To adjust the air pres- 
sure according to the hydraulic pressure encountered, the air pipes may 
be provided with reducing valves. 


24,901. SHIP’S STANCHIONS. HOSKINS & SEWELL. MID- 
LAND BRASS WORKS, BORDESLEY, AND C. JOHNSON, BIR- 
MINGHAM. 

The lower end of the stanchion is provided with a headed stud en- 
gaging a keyhole-shaped slot in the base plate. The larger end of the 
slot is of such a size as to admit the head of the stud. To prevent in- 
advertent detachment and to keep the stanchion end in place, a loosely 


pivoted catch is carried by the stanchion, the lower end of which en- 
gages the end of the slot. Clearances are provided to enable the catch 
to swing clear. Instead of being pivoted, the catch may consist of a 
loose ring surrounding and sliding upon the stanchion. A downwardly 
projecting peg is provided to fit the end of the slot. 


653. SCREW-PROPELLERS. G. F. VILLINGER, LONDON. 

The boss of a reversible propeller is constructed in two main portions 
and is provided with a covering or cap. The blades have shanks with 
collars, and an inner journal mounted in bearings formed in the halves 
of the boss, which is screwed into or bolted to an enlargement on the 


YM 


Y Za . 
f BALLS 


yy ISS Y Z 


propeller shaft. The reversing mechanism comprises a sliding cylin- 
drical block placed in the after part of the propeller on the end of the 
reversing ail and connected by links to the collars of the blades. In- 
stead of the rods racks engaging with teeth on the collars may be used. 


——————— 


International Marine Engineering 
OCTOBER, 1909. 


The Diderot and Condorcet are two of the six battleships 
of the Danton class authorized in the French naval pro- 
gramme of 1906-1907. The other ships of this class are the 
Voltaire, Vergniaud and Mirabeau. These ships are all of the 
same general dimensions and arrangement but differ some- 
what in details. The first of these to be launched was the 
Voltaire, in January, 1909, at La Seyne, near Toulon. The 
Diderot and Condorcet were launched at, St. Nazaire, the 


THE FRENCH BATTLESHIPS DIDEROT AND CONDORCET. 


Extrem em beam nee ener re 
Depth, at full load, amidships. 


&4 feet 8 inches. 
27 feet I inch. 


Full load displacement........ 18,235 tons. 
Designed horsepower......... 22,500 
Speed ere ceyavrverc tere aeeriel. 19.25 knots. 


These battleships have no metallic keels, simply a false keel 
and two docking keels of teak. The docking keels, as well as 
the steel bilge keels, extend for more than half the length of 


DIDEROT IN DOCK AFTER LAUNCHING, SHOWING EXTENT OF MAIN ARMOR BELT, 


former on April 19, 1909, from the yards of the Chantiers de 
L’Atlantique, and the latter, April 20, from the Ateliers & 
Chantiers de La Loire. The other three ships are still on the 
ways, the Verginaud at the Ateliers de La Gironde, Bordeaux; 
the Danton at Brest, and the Mirabeau at Lorient. All, how- 
ever, will soon be ready for launching. 
The principal dimensions of the Diderot and Condorcet are 
as follows: 
Lena OVEF allll,coscoas0000000 
Length on waterline.......... 


481 feet. 
476 feet. 


the ship amidships. The stem is 6f forged steel and the stern 
of cast steel. There are nine keelsons on each side of the 
main keel. Amidships, the frames are spaced about 34 inches 
center to center. The double bottom extends up to the lower 
protective deck. The outside plating varies from 3¢ to 34 inch 
in thickness, or from 15 to 30 pounds weight. Behind the 
belt of side armor there is a double thickness of 3g inch or 
15-pound plate. Numerous watertight compartments sub- 
divide the hull from end to end. Many of these are not even 
pierced by watertight doors. 


382 


The general protection of the ship is according to the 
French principle of the “caisson blinde” in connection with a 
“caisson cellulaire,’ protecting the ship as far as possible 
against torpedo attack. At the center line of the ship the 
lower protective deck is slightly above the load-waterline. 
At the sides it is 4 feet 10 inches below this, where it is con- 
nected with the upper edge of the “caisson cellulaire.” An 
upper protective deck is worked at the height of the upper 
edge of the belt of side armor; that is, 8 feet above the load- 
waterline. This deck is constructed of three thicknesses of 
plate, each 34 inch thick. The lower protective deck is con- 
structed of three plates each 5¢ inch thick on the flat, but on 


STERN VIEW OF THE DIDEROT ON THE WAYS. 


the slopes it is protected in addition by armor plates 4 inches 
in thickness. g 

As shown by the photographs, the main armor belt extends 
from the stem to within a few feet of the stern. It is com- 
posed of three strakes. The lower edge of the first strake is 
3.15 inches thick amidships and at the sides of the 12-inch 
turrets, while the upper edge is 10.63 inches thick amidships 
and 7.87 inches at the sides of the 12-inch turrets. Forward 
and aft of this the lower edge of the first strake is 2.36 inches 
thick and the upper edge 7.09 inches thick, while at the ends 
the lower edge is 2 inches thick and the upper edge 3.15 inches 
thick. 

The second strake is 9.84 inches thick amidships, 9.06 inches 
thick at the lower edge and 7.87 inches thick at the upper edge 
at the sides of the 12-inch turret; forward, it is 7.87 inches 
thick at the lower edge and 6.69 inches thick at the upper 
edge; while astern it is 5.41 inches thick, and at the ends 3.15 


International Marine Engineering 


OCTOBER, 1909. 


inches thick. The third strake is 21%4 inches thick and about 
115 feet long, extending from the stem to a point just aft 
the forward 12-inch turret. The armor belt is placed on a 
teak backing, which has an average thickness of 3.15 inches. 
Forward there is an athwartship armored bulkhead, 7.09 inches 
thick, extending from the sides to the 12-inch center line 
turret. There is a similar armored bulkhead, 7.8 inches thick, 
at the after 12-inch turret. 

The 12-inch gun turrets are protected with 11.81 inches of 
steel armor and the barbettes with 11.02 inches of armor. The 
9.4-inch guns are protected by 8.66 inches of steel in the tur- 
rets and 7.87 inches in the barbettes. 

The space between the two protective decks and the armor 
belt, which is termed the “tranche cellulaire,” is divided into 
numerous small compartments, with a passage at the center 
line of the ship. These compartments form bunkers and store- 
rooms and give access to a cofferdam, which is worked 
throughout the entire length of the ship the total height of 
the armor belt. All passages, funnels, ventilators, etc., ex- 
tending through the “tranche cellulaire’ have been reinforced 
their entire height. 

The “caisson cellulaire,’ which is designed to protect the 
ship as far as possible against torpedo attack, is constructed 
as follows: j 

About 8 feet 6 inches from the outside plating a vertical 
longitudinal bulkhead has been worked. This has an average 
height of 16 feet 6 inches and is made of plates having a total 
thickness of 134 inches. Behind the cofferdam and at a cer- 
tain distance from it there is a second vertical bulkhead, .59 
inch thick, extending from the double bottom plating to the 
lower protective deck. Forward and aft bunkers and other 
compartments provide the same protection as these bullheads. 
This “caisson cellulaire’ form of protection was used for the 
first time on board the Czarwitch, built in 1899 at the Forges 
& Chantiers de la Mediterrannée, and proved its efficiency by 
saving the ship from a total loss when under heavy torpedo 
attack. 

Only one conning tower is fitted, and this is located on the 
navigating bridge, where a clear view can be obtained. It is 
noticeable that there are no obstructions on the bridge, as 
there are on all previous battleships or armored cruisers be- 
longing to the French navy. The conning tower is protected 
by 11.81-inch armor, while the armored tube leading to it is 
protected by armor 8.66 inches thick above the upper protec- 
tive deck, and 2.36 inches thick between the upper and lower 
protective decks. 

From the foregoing it is evident that the protection of these 
ships is very good for an 18,000-ton battleship. Of course, it 
might have been better, but any additions would have neces- 
sitated a greater displacement, which, at the time these ships 
were designed, was impossible, owing to the condition of 
financial and political matters. 

The main armament consists of four 12-inch guns mounted 
in pairs in two revolving turrets on the center line of the 
ship, one forward and one aft. There are twelve 9.4-inch 
guns, mounted in pairs in six revolving turrets, located on the 
spar deck. The secondary battery is composed of sixteen 3- 
inch quick-firing guns and ten 1.8-inch guns. It has been 
stated that two 18-inch submerged torpedo tubes would be 
fitted forward, but, up to the time of launching, no special ar- 
rangements were made for them, and it is now expected that 
the space and weight which they would occupy will be used 
for ammunition for the heavy guns. 

The armament of these ships has been widely criticised, but 
the fact still remains that these boats have been built to fight 
in the Northern seas, where it is very likely that the future 
nayal supremacy will be settled by the European powers. In 
these waters foggy weather makes it difficult to fight at a dis- 
tance much over 3,000 yards. At this distance these vessels 


OcTOBER, 1909. 


will be able to do effective work with their large quick-firing 
guns. At the same time such an armament is capable of mak- 
ing a good showing against any of the battleships belonging 
to the Triple Alliance in the Mediterranean. Of course, it 
must be admitted that this armament would be at a disad- 
vantage in fine weather against the latest types of English or 
American battleships. It is practically certain that on future 
French battleships the Dreadnought idea will be carried out 
by using only big guns of a single caliber for the main battery, 
but in that case the displacement will be increased at least to 
20,500 tons. 

Just criticism can very well be made of the secondary bat- 
tery of the Diderot and Condorcet. The 3-inch 12-pounder 
guns are not efficient against modern torpedo-boat destroyers. 
Four-inch quick-firing guns would at least be fairly efficient 
and it cannot be readily understood how such a small-caliber 
gun has been selected for this work. Also, the secondary bat- 
tery is so arranged that it is practically unprotected, and the 
chances are that after an engagement this indispensable bat- 
tery would be out of commission. 

The forward and stern fire consists of two 12-inch and eight 
9.4-inch guns. The broadside fire consists of four 12-inch 
and six 9.4-inch guns. The anti-torpedo-boat fire on each side 
consists of two 3-inch guns forward and four. 3-inch guns in 
two casemates at the center of the ship, and two 3-inch guns 
aft, besides the 1.8-inch guns, which are located in various 
commanding positions on the bridge and spar decks. 

It is very evident that in these ships the defensive qualities 
have been much better carried out than the offensive qualities. 
This of course is strange, since a battleship is built for fight- 
ing purposes and it is almost impossible to get the advantage 
over an enemy which has much heavier offensive powers. 

The ships will be propelled by four screws, each driven by 
Parsons turbine engines. There are eight turbines in each 
ship, four for full speed forward, two for the lower cruising 
speeds and two for astern speed. The dimensions of the high- 
speed turbines are as follows: High-pressure, diameter, 9 
feet; length, 23 feet 10 inches. Low-pressure, diameter, 12 
feet; length, 23 feet 6 inches. 
drive the outside propellers, and the low-pressure turbines the 
inside screws. At full speed, the designed number of revolu- 
tions is 300 per minute. The high-pressure cruising turbines 
are on the inside shafts, the steam being exhausted into the 
high-pressure high-speed turbines and then into the low-pres- 
sure turbines. The cruising turbines are 8 feet 4 inches in 
diameter and 17 feet 6 inches long. The astern turbines drive 
the outside propellers and are 9 feet in diameter and 12 feet 
long. The inner shafts are located 7 feet from the center line 
of the ship, and the outer ones 21 feet Io inches from the cen- 
ter line. 

The Diderot and Condorcet will each be fitted with twenty- 
six Niclausse watertube boilers, each boiler having 1,560 
square feet of grate surface and 14,150 square feet of heating 
surface. The normal steam pressure will be 257 pounds per 
square inch. During the forced-draft trials the pressure of 
water in the stokehold must not exceed 1.18 inches of water. 

The boiler tubes are 3 5/16 inches outside diameter and the 
ordinary tubes 3 1/32 inches inside diameter. The reinforced 
tubes are 227/32 inches inside diameter. There are five fun- 
nels, 83 feet high above the grates, with maximum diameters 
of 8 feet 3 inches and minimum diameters of 4 feet 4 inches. 

For the trials of these battleships the allowable coal con- 
sumption is calculated per mile and not per indicated horse- 
power hour. The contract figures were as follows: For 
the to-hour full-speed trial, all boilers to be worked with 
forced draft, coal consumption per mile run, 2,060 pounds; 
per square meter of grate area, 287 pounds. For the 6-hour 
full-speed trial, with three-quarter boiler power and forced 
draft, the consumption per mile run is not stipulated, but the 


International Marine Engineering 


The high-pressure turbines’ 


383 


consumption per square meter of grate area is 397 pounds. 
For the 24-hour ordinary trial, with full boiler power at 
natural draft, the coal consumption is to be from 1,410 to 
1,500 pounds per mile run and 183 pounds per square meter 
grate area. At low speed (10 knots), the consumption is to be 
from 573 to 618 pounds of coal per mile run. The total 
bunker capacity of each ship is 2,100 tons, and the approxi- 
mate steaming radius at Io knots speed, 8,130 miles. 

The ships are lighted throughout by electricity and heated 
by steam. Only those auxiliaries requiring a large amount of 
power are driven by steam, all others are driven by electricity. 


BOW VIEW OF THE CONDORCET JUST BEFORE LAUNCHING. 


The dynamos are driven by turbine engines. Eight search- 
lights are to be fitted, two forward, two in the masts, two 
amidships and two aft. 

The estimated cost of each of these ships is as follows: 


Hull and machinery..... $8,331,500 (£1,712,500) 


ANTUENINEIME .5 oo 00000 0000c 1,939,566 ( 398,000) 
MECGCCUERCOHS coccccoscs 35,907 ( 7,380 ) 
iO talleeeetacras a stacecae $10,307,033 (£2,117,880) 


National Motor Boat Show 
The 1910 National Motor Boat Show is to open at Madison 
Square Garden, New York City, at noon Feb. 19, and continue 
until Feb. 26. It has been decided to open the doors to the 
public every morning at 9 A. M., so as to afford business men 
and out-of-town parties an opportunity to visit the show at a 
time most convenient to them. 


(oS) 
CO 
ns 


SUPERHEATED STEAM IN MARINE WORK—III. 


BY F. J. ROWAN, 


STEAMERS FITTED WITH SUPERHEATERS AND RESULTS. 


It is no bad evidence of the practical success of superheating 
steam to find that there are now afloat about 220 vessels of 
all sizes, from canal boats up to naval cruisers, which are 
equipped with superheaters. Of these Germany has the credit 
of haying equipped 165 steamers (about 130 for the canals, 
lakes and rivers of the continent of Europe and for coasting 
service, some thirty sea-going steamers and four or five 
vessels of the Imperial navy) ; Britain about forty (all deep- 
sea steamers, including four cruisers of H. M. navy) ; America 
twenty (of which eight are naval vessels), and France six or 
seven (all merchant vessels). There may be some others, as 
it is not an easy matter to ascertain what is being done in such 
a matter, but we believe that our information is practically 
complete. 

Taking the countries in the order named, it is to be observed 
that the steamers ascribed to Germany include the vessels be- 
longing to that country and those owned in Switzerland, Italy, 
Austria-Hungary, Russia, Sweden and Holland, many of them 
having been fitted by engineers in those countries. They are, 
however, all fitted with one or the other of the various forms 
of the Schmidt superheaters (with one or two exceptions), and 
are worked on Herr Schmidt’s system of high superheat. The 
first marine boilers fitted with these superheaters were built 
in 1898 by Messrs. Sulzer Bros., of Winterthur, and were sup- 
plied to steamboats plying on some of the lakes in Switzer- 
land. The cost of coal being comparatively high in that 
country, the economy of fuel, due to the superheating, was a 
matter of great interest to the owners of such craft. Good 
results having been obtained from the Swiss lake steamers, 
the equipment of those running on the North Italian lakes, 
the Lake of Constance and on the rivers Oder, Danube, Volga, 
etc., soon followed. The horsepower of these lake steamers 
ranges from 100 up to 1,000, the majority being 300, 400 and 
600 horsepower. The river steamers have from 130 to 800 
horsepower, and following these came the larger Rhine 
steamers of 1,000 to 1,350 horsepower, with which “results of 
an extremely satisfactory nature were achieved.” 

Among the sea-going vessels fitted are the vessels of the 
Oldenbourg-Portugal Steamship Company, of Oldenbourg, 
and the Argo Steamship Company, of Bremen; these steam- 
ers having engines of 900 and 950 horsepower. The war ships 
include the cruisers Dresden, Ersatz-Jagd and Ersatz- 
Schwalbe, of 15,000 horsepower each, and the Ulan, a steam 
tender of 1,700 horsepower. 

The total horsepower afloat working on the Schmidt system 
amounts to over 100,000, the superheaters being in nearly every. 
case applied to the standard Scotch or cylindrical type of 
boiler. About forty of these boilers have the smoke-tube 

form (Fig. 16), and about ninety have the flame-tube form 
(Fig. 15); ten having smoke-box or funnel arrangements and 
three directly-fired superheaters and other special designs. 

Regarding results, it is said that superheated steam of a 
temperature of about 660 degrees F. in compound marine 
engines gives a fuel economy of approximately 30 percent, as 
compared with the same type of engines using saturated steam, 
and about 15 percent as compared with triple-expansion en- 
gines also using saturated steam. Accurate records of the 
working of the Rhine steamers F. Haniel I. (of 1,000 horse- 
power) and Hugo Stinnes I. and IJ. (each of 1,350 horse- 
power), which have been running since 1905, with compound 
engines and superheated steam on this system, bear out the 
claim of economy. It has been found that in paddle steamers 
there is considerable loss of heat in the steam from the boiler, 
on account of the comparatively small number of revolutions 


International Marine Engineering 


OCTOBER, 1909. 


per minute made by the engine. Consequently, with saturated 
steam the loss from condensation is greater than with 
stationary engines. Thus with superheated steam the saving 
in fuel (which is less than the saving in steam) is greater in 
paddle boats than with stationary engines of the same power, 
and amounts to about 30 percent with a superheat of 270 
degrees F. On screw steamers the fuel economy amounts to 
about 25 percent for the same degree of superheat. 

In the case of twelve steamers belonging to the two steam- 
ship companies mentioned above, which have triple-expansion 
engines and Schmidt smoke-tube superheaters fitted in their 
existing boilers, they have realized in continued service an 
economy of I8 to 20 percent in coal as compared with a 
saturated steam plant of the same size. The steam pressure 
in these ships is 185 pounds per square inch, and the average 
temperature of the superheated steam is 608-644 degrees F. 
The original piston valves on the high-pressure cylinders were 
retained and work satisfactorily. In the case of engines 
having slide valves, however, it is found that a superheated 
steam temperature not exceeding 518 degrees F. must be used. 
Efficient lubrication is of great importance in both arrange- 
ments, and the method adopted is that of forcing the oil by a 
pump for the slide valves, or by a lubricator, which forces it 
into the center of the main steam pipe for the piston valves. 
These steamships indicate on the average 1,000 horsepower; 
have a boiler-heating surface of 3,220 to 3,440 square feet, and 
a superheating surface of 1,180 to 1,290 square feet. Where 
forced draft on Howden’s system is used average economies 
of 25 to 30 percent in coal have been realized. 

In Britain, the first superheating installation made by the 
Central Marine Engine Works, of West Hartlepool, was in the 
year 1891. This apparatus, then designated a “steam drier,” 
was fitted on board the steamship Elmeto, owned by the 
London & Northern Steamship Company, and consisted of a 
series of oblong, cast iron hollow bulbs, bolted together and 
communicating with one another—these occupying the whole 
space of the smoke-box immediately above the top row of 
boiler tubes. The steam passed through the interior of these 
bulbs, the heated waste gases escaping from the boiler tubes 
coming in contact with their exterior surface, and this appa- 
ratus, though of a simple character, was sufficient to demon- 
strate that economy could be secured by using partly dried 
steam, and that the waste gases from boilers could be bene- 
ficially used for this purpose. 

A few years afterwards the same engineering works fitted 
in the steamship Inchmona a complete set of apparatus de- 
signed for superheated steam, including boilers for a pressure 
of 255 pounds per square inch, superheaters (Fig. 9), Ellis & 
Eaves’ system of induced draft and quadruple-expansion en- 
gines on five cranks. The results obtained were sufficiently 
encouraging to induce the owners to fit up succeeding steamers 
with the same system, the Inchdune, Inchmarlo and Nassovia 
being the first of the fleet, which also includes the Inchkeith, 
Incharan and Inchmore. The two first named were placed in 
commission in 1900, and were succeeded by the other vessels. 
“These are fine freight vessels of 6,000 tons, fitted with 
quadruple-expansion, five-crank engines, one high-pressure, 
two intermediate and two low-pressure cylinders; air, bilge 
and feed pumps being driven off the main engines. The work- 
ing pressure at the boiler is 267 pounds per square inch, and 
the waved-tube superheaters are set in the up-takes, just 
above the upper row of tubes of the two Scotch boilers, each 
of which is 13 feet in diameter by 10 feet 6 inches long. The 
steam is superheated from 412 degrees F. (the temperature 
due to the pressure) to 469.5 degrees, or a superheat of 57% 
degrees F. The temperature maintained in the second re- 


“ceiver and at the high-pressure steam chest averaged 447 


degrees. The waste gases, in addition, heat the air for com- 
busticn in the furnace about 250 degrees F., or from an out- 


OCTOBER, 1909. 


International Marine Engineering 


385 


side temperature of 54 degrees to 299 degrees F., the draft 
being controlled by the Ellis & Eaves’ apparatus. The waste 
gases below the superheater have been found to be at 620 
degrees, reduced by the superheater to 543 degrees and by the 
air heater to 404 degrees F., this temperature of chimney dis- 
charge showing over 33 percent of the waste heat turned into 
useful work.” 

On a trial of the Inchdune and Inchmona, between West 
Hartlepool and Dover, the coal consumption is reported to 
have been only 0.97 pound per indicated horsepower-hour, and 


‘LBS PER SQ.IN. 


ea HEH 
aon 


Messrs. Thos. Wilson, Sons & Company, Ltd., at a compara- 
tively early date. The first steamer so fitted was the Claro, 
of 5,350 tons displacement, and from 9 to 9% knots speed, and 
her first voyage was made in November, 1900. That vessel 
was fitted with forced draft, a superheater in the funnel, and 
an air heater. The funnel gases were discharged at a tem- 
perature of about 420 degrees F., the temperature of the 
steam being from 490 degrees to 520 degrees F. at the engine 
stop valve, the temperature depending to some extent on the 
quality of the coal. The machinery has run, with the ex- 


the Inchdune and Inchmarlo have been able to complete their 
voyages on an average consumption of 1 pound of coal per 
indicated horsepower-hour. The Inchkeith has for her twelve 
months’ consumption in voyages between New York and 
Bombay an average rate of I.1 pounds per indicated horse- 
power per hour. The total degree of superheat imparted to 
the steam was in the later cases 70 degrees F., making the 
temperature at the high-pressure steam chest 460 degrees F., 
and no ill effects have been noticed in the working of the 
engines, due to this temperature. It was stated by Mr. W. 
Bloor that “the diagrams showed an area of 89.7 percent of 
the area between highest and lowest pressure, and that com- 
parative diagrams with saturated steam showed superiority in 
area of the superheated vapors as high as I5 percent. 


ception of some few initial troubles, without any bother what- 
ever. The troubles at the commencement were due entirely to 
ignorance of the requirements imposed by the dryness of the 
steam at the above temperature; but having overcome these, 
no more trouble has been experienced than with ordinary 
machinery. The steam pressure was nominally 200 pounds per 
square inch, the engineer usually working with about 195, 
pounds on the boiler and 190 pounds on the engine, the super- 
heat being thus about 120 degrees F. average in the high- 
pressure cylinder. The vessel having given very satisfactory 
results, it was decided to fit a superheater in the Colorado, a 
vessel of 8,400 tons displacement and 1114 knots speed, em- 
ployed in the Atlantic trade. This was done in 1902, and the 
vessel has been running with the superheater since March of 


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Sana ee ein Saeco | te cat 
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FIG. 21. 
At a speed of 914 knots, a consumption of 1.1 pounds works that year. The boilers are worked with natural draft, and a 


out to only 17 tons per diem, and at an average price of $4 
(16/8) per ton the cost of fuel would be 22 cents (10d.) per 
mile, or at 6,170 tons dead weight 1 ton is carried 280 miles 
for a cent (%d.). The Central Marine Engine Works 
have also designed and fitted ships with other arrangements 
of superheaters to suit altered conditions with good results 
One of these vessels had about 3,000 horsepower with four- 
crank, quadruple-expansion engines, Howden’s forced draft 
arrangements and superheaters, but was, unfortunately, sunk 
in collision with an iceberg at an early period of her career. 
Mr. W. S. Hide is one of the pioneers in this field, having 
commenced to introduce superheaters into the vessels of 


temperature of 500 degrees F. at the engine stop valve is 
attained, the steam pressure being 160 pounds per square 
inch. 

Figs. 20 and 21 give records, over twenty-four hours, of the 
recording thermometer fixed for a voyage to the engine stop 
valve, and also of the recording pressure gage, and these show 
how steady both steam pressure and temperature are kept in 
practical working, with fires cleaned in the usual course. 

The Aleppo, a vessel engaged in the Indian trade, of 8,600 
tons displacement and 9 knots speed, was next fitted, giving 
similar results to the above, the boilers being worked with 
natural draft. The Martello, a vessel similar to the Colorado, 


386 


fitted with watertube boilers of the Babcock & Wilcox type, 
under natural draft, had a superheater in thé funnel, her 
steam pressure being 210 pounds. The Jdaho, a vessel of 
11,100 tons displacement and 11% knots speed, with engines of 
the quadruple-expansion type, working at a pressure of 215 
pounds per square inch, and boilers with forced draft, has a 
superheater and an air heater. Her steam temperature at the 
engine stop valve is from 510 degrees to 520 degrees F., and 
the funnel temperature from 350 degrees to 360 degrees F., 
and the consumption of coal is quite satisfactory. 

No deterioration has been observed in the superheater tubes 
of the Claro after upwards of five years’ running. Altogether, 
there are now fifteen vessels of this fleet fitted with super- 
heaters, all of which are working satisfactorily. The super- 
heater is placed at the base of the funnel, and thus utilizes 
the waste heat of the escaping gases. The steam temperature 
at the engine stop valve ranges from 500 degrees to 600 
degrees F. in the various ships. No noticeable advantage has 
been found by working at a higher temperature, but there is 
a distinct loss directly the temperature falls much below 500 
degrees F. By taking the temperature of the steam in an 
intermediate valve chest, Mr. Hide found that it takes from 
80 to 100 degrees of superheat to do the work in the high- 
pressure cylinder, any superheat above that amount appearing 
in the intermediate-pressure valve chest. A superheat of less 
than 80 degrees has not been found to be of any practical 
value or to show any decided economy; above that degree a 
gain of 12 to 16 percent may be counted upon, depending on 
the various contributing factors, such as type and design of 
engine, amount of superheat, pressure of steam, etc. Diffi- 
culties are occasionally experienced with piston rings and 
glands in marine engines, which are absent from practice on 
land; and Mr. Hide accounts for this by the fact that the land 
engine is always maintained steady in a vertical position, 
whereas, this is not always so on board ship. The difference 
in the running of the engines with superheated and with 
saturated steam is very marked; directly the superheated 
steam is turned on all leakages of water at the glands are 
stopped, and the engine runs quite dry. The oil used for 
lubrication is a specially pure hydrocarbon oil, having a flash 
point of about 700 degrees F., and is quite satisfactory; the 
amount used in an engine of about 1,800 indicated horsepower 
being about 2 quarts per twenty-four hours, including the 
swabbing of all rods. 

One of the Wilson fleet is the steamer Martello, which is 
fitted with Babcock-Wilcox boilers: and although fitted with 
four boilers she is able to maintain full speed on her voyages 
with three boilers, having 8,055 square feet of heating surface 
and a superheater surface of 2,000 square feet, the degree of 
superheat being 90 degrees F. Generally, in the working of 
these vessels the coal consumption per day, or per voyage, is 
found to compare very favorably with that of other similar 
ships. 

Some of the steamers of the Great Eastern Railway Com- 
pany’s fleet were fitted some years ago with Watkinson super- 
heaters) (Higs! 11; 12). Of these, the twinescrew steame 
ship Yarmouth was built by Messrs. Gourlay Bros. & Com- 
pany, Dundee; the steamships Clacton and Amsterdam by 
Messrs. Earle’s Shipbuilding Company, Ltd., Hull; the super- 
heaters being made by Messrs. Mechan & Sons, Ltd.. Glasgow. 
Beyond the fact that on trial a saving of about 18 percent was 
realized in fuel as compared with a sister ship with saturated 
steam, there are no data available about the performance of 
these vessels. The Allan Line steamship Mongolian was 


fitted with a Watkinson superheater of the independently-fired | 


type, and although it worked well the engines gave trouble by 
frequent breaking of the piston rings. This was afterwards 
found to be due to friction caused by a deposit from the de- 
composition of the oil by heat. 


International Marine Engineering : 


ES 


OctToBER, 1909. 


H. M. S. Britannia is a first-class battleship of 18,000 indi- 
cated horsepower, haying eighteen Babcock-Wilcox boilers, 
with a total heating surface of 40,020 square feet and a total 
grate area of 1,250 square feet; and three cylindrical boilers, 
with a total heating surface of 8,100 square feet and grate area 
of 247 square feet. Six of the Babcock-Wilcox boilers are 
fitted with Babcock-Wilcox superheaters (Fig. 14), the tube- 
heating surface of these six boilers being reduced by the 
amouht of superheating surface. The following table gives 
the results of the official trials. To compare with ‘the thirty 
hours’ trial of six boilers with superheaters, a run of the same 
duration was made without superheaters, the engine and other 
conditions of working remaining the same; and in this trial 
the advantage with superheated steam was a gain of 15 
percent. 


RESULTS OF OFFICIAL TRIALS. 


Low Maximum Full 
Power. | Continuous. Power. 


IDE GI (HL. socnccouceouoceossoowx July 9 & 10,)July 14 & 15,|/July 17, 1906 
1906 1906 


Dy UTatiOnko fatria See ee 30 hours. 30 hours. 8 hours, 
Number of boilers in use............/6 B. & W. with|18 B. & W. &18 B. & W. & 
: superheaters | 3 cylindrical. | 3 cylindrical. 
Heating surface (incl. superh.), sq. ft.| 13,308 48,120 48,120 
Grate area, square feet............. 413.4 1,497 1,497 
Ruel $kindiuscd spear een een ma iclshicoaluelmurclehicoals Welch coal 
Steam, average gage press.,lbs.p.sq.in. 200 199 198 
Draft, ins. water pressure in stokehold 325 -87 
Indicated horsepower............... 3,410 13,078 18,624 
I. H. P. per square foot of grate..... 8.25 8.73 12.44 
Coal, total consumed per hour, Ibs... 6,036 19,617 34,082 
Coal per I. H. P. per hour, Ibs.... .. 1.77 1.50 1.83 
Coal per sq. ft. firebox surface per h.Ibs 14.60 13.10 22.76 
Heating surface per I. H. P......... 3.90 3.68 2.58 
Revolutions per minute............. 73.7 113.5 127.3 
Uptake temperatures............... 847°F. 348°F 423°F. 
Steam temperature at boilers........ 200°F. 199. 4°F 198°F. 
Degrees Fah. superheat at boilers... . 92.5°F 72°F 87.5°F 
Degrees Fah. superheat at engines... 83°F. 33°F 31°F 
Heeditem perature see manne 65.6°F 80°F 103°F 
Total water per I. H. P., lbs........ 18.19 16.21 18.55 
Water per lb., coal, Ibs............. 10.276 10.8 . 10 136 
Water per sq. ft. heating surface, Ibs. 5.17 4.5 7.37 


H. M. S. Medusa, a small cruiser, was fitted with eight 
Dirr boilers, having superheater tubes for trials at the in- 
stance of the committee on naval boilers in 1904. The total 
area of surface in the generating tubes was 21,369 square feet,. 
and that of the superheater tubes was only 1,119 square feet, 
the tubes having an external diameter of 234 inches. So small 
a superheater could act practically only as a steam drier, but 
fairly good results were obtained on trial, and H. M. S. 
Roxburgh was fitted out with the same boilers and super- 
heaters (Fig. 13), some details being improved. Seventeen 
boilers, with a collective heating surface of 41,600 square feet; 
a stiperheating surface of 2,245 square feet; a grate area of 
1,085 square feet, and a working pressure of 220 pounds per 
square inch, supply steam for 16,000 indicated horsepower. 
No comparative results or trials with these boilers are pub- 
lished, but when they were tested on shore they were found 
to give extremely dry steam. 

It is expected that H. M. S. Bristol, which is being fitted 
with Curtis turbines, will also have superheated steam, as 
that type of turbine is favorably affected by steam of that 
quality. 

In America, the first trials with modern superheaters in 
marine practice were carried out in the steamer J. G. Wallace, 
fitted with Babcock-Wilcox boilers of 5,800 square feet of 
heating surface and 830 square feet of superheating surface. 
The superheaters were placed in the first pass of the hot gases, 
but were arranged so that they might be cut out of circuit 
by an alteration of the baffling, and thus the same boilers could 
be used for trial in the same ship with and without super- 
heaters. The result was that an increased coal consumption 
of 1614 percent appeared to be due to the use of saturated 
steam. 


OcTOBER, 1900. 


Two sister ships of the J. G. Wallace were fitted with 
superheaters, and also following these trials the American 
navy department fitted superheaters to four of the eight boilers 
of the Indiana. The results of her trials have not been pub- 
lished; but they must have been favorable, from the fact that 
other warships were subsequently ordered to be fitted with 
superheaters. In naval vessels the combination of marine tur- 
bines with superheated steam is a matter of great engineering 
interest. 

The Southern Pacific Railroad Company’s twin-screw 
steamer Creole was fitted with Curtis turbines and ten Bab- 
cock-Wilcox boilers with superheaters, using natural draft. 
The heating surface in the ten boilers is 28,500 square feet, 
superheater surface 4,350 square feet, grate surface 770 square 
feet, and the working steam pressure is 250 pounds per square 
inch. The turbines are of 8,000 horsepower aggregate. The 
thermodynamic efficiency (according to Brassey's Naval An- 
nual, 1908), with steam 250 pounds pressure, works out at 44 
percent at 250 revolutions per minute, whereas the Dread- 
nought, with Parsons turbines, showed a thermodynamic 
efficiency of 50 percent at about 250 revolutions per minute 
and 61.5 percent at about 330 revolutions. The Creole’s steam 
consumption was fully 16 pounds per equivalent indicated 
horsepower per hour, with steam superheated 74.5 degrees F. 
It is said that some trouble was experienced. with the turbines 
in later working; and as this was the first example of the 
application of Curtis turbines to marine work, that is not to be 
wondered at, if it is a true report. 

The United States Navy Department made comparative 
tests on one of the lake steamers equipped with quadruple- 
expansion engines, and found that a net coal saving of 14.8 
percent was effected by superheating the steam about 80 de- 
grees F. This and previous experience with superheating 
induced the Mallory Steamship Company to equip their twin- 
screw steamer Brazos with Foster superheaters (Fig. 19). 
This vessel has quadruple-expansion, four-crank engines of 
7,000 horsepower, and eight single-ended Scotch boilers, 14 
feet diameter and 11 feet 9 inches long, with 18,000 square 
feet of heating surface, and a total grate surface of 472 
square feet. One Foster superheater serves for each group of 
four boilers, the total superheating surface being about 4,000 
square feet. They were each designed to add 65 degrees F. 
superheat to 45,000 pounds of steam at 215 pounds pressure 
per square inch, giving the steam a final temperature of 460 
degrees F. The boilers are equipped with the Howden ar- 
rangements for forced draft, and the temperature of the gases 
passing from the superheaters to the air heaters is from 650 
to 700 degrees F. The consumption of coal as fired has not 
exceeded 1.25 pounds per indicated horsepower-hour, and a 
speed of 14.5 knots has been maintained on 67 tons of coal per 
twenty-four-hour day. 

In France, the Compagnie Générale Transatlantique fitted 
their steamer La Rance, in 1906, with vertical, triple-expansion 
engines, having Lentz valve gear with poppet valves, cylin- 
drical boilers and Pielock superheaters (Fig. 18). The total 
heating surface of the boilers was 3,767.5 square feet, and 
the superheating surface 785.8 square feet. The steam pres- 
sure was 177 pounds per square inch and the temperature 
518 degrees F., or about 140 degrees F. of superheat. Com- 
paring La Rance with a sister ship, the Garonne, with simi- 
lar engine, but with slide valves, and with similar boilers, 
without superheaters, trials showed the advantages due to 
superheat to be an increase in power of 18.1 percent and a de- 
crease in coal consumption of 20.1 percent in favor of La 
Rance. Following these good results the same company in- 
troduced the Pielock superheater into the steamships Perou, 
the Caroline and the Honduras, and others are likely to 
follow. The Perou has been also compared in running with a 
sister ship, the Guadeloupe, identical but for superheaters and 


International Marine Engineering 


387 


valve gear, and has shown a gain of 0.35 knot in favor of the 
Perou. Continuous diagrams of steam temperature showed 
that with superheaters the temperature variations do not 
exceed 36 degrees F, from the time of starting the engines to 
that of running at full power, including the period of cleaning 
fires. 

The conditions of the successful employment of super- 
heaters in marine practice may now be said to have been 
well established, and we may expect in the future a consider- 
able development of the practice, especially in conjunction with 
turbines, as it is claimed that the steam consumption of the 
turbine may be reduced r percent for each 10 degrees F. of 
superheat. 


REMODELING GASOLINE (PETROL) 
FOR PRODUCER GAS.* 


IVE EES 195 


ENGINES 


SMITH. 


Among manufacturers of internal combustion engines who 
have, up to the present time, been confining themselves largely 
to gasoline (petrol), there is a strong temptation to enter the 
producer gas field, not by redesigning an entirely new engine 
but by undertaking to adapt the existing design to the require- 
ments of producer-gas work. In many instances this can be 
done with a fair degree of success, but the degree of success 
obtained will depend entirely on how well the essential con- 
ditions of design requisite for operation on producer gas can 
be embodied in the existing structure. 

There has been in the past an unfortunate impression among 
builders of this class of engines that about all that is required 
to make a gasoline (petrol) engine successful for producer gas 
is to increase the compression to about 150 pounds per square 
inch. As a matter of fact this is perhaps one of the least 
important of the several requirements for successful operation 
on producer gas. There is no reason why compression with 
producer gas is a matter of any greater importance than it 
is with gasoline (petrol). A gasoline (petrol) engine, operat- 
ing under an initial compression of 80 pounds per square inch, 
will give a higher efficiency than one operating under .an 
initial compression of 30 pounds per square inch. The same 
may be said of engines for producer gas with exactly the same 
force, except that with producer gas it is practical on ac- 
count of the characteristics of the fuel to carry the compres- 
sion to points that cannot be tolerated for gasoline (petrol). 
Experience has shown, however, that under ordinary con- 
ditions the heat losses introduced by abnormally high com- 
pression, together with the increased friction and strain on the 
various patts of the engine soon become greater than the 
increased efficiency of the cycle, and there is, therefore, very 
little gain, and, in some cases, a positive loss, by carrying com- 
pression above comparatively moderate limits. No further 
consideration need be given this. point than to note that 150 
pounds per square inch gage is perhaps more ordinarily used 
than any other pressure for producer gas. 

Briefly, the main points to be considered in an engine de- 
signed for producer gas are: First, the size and location of the 
inlet and exhaust valves and passages; second, the contour 
and dimensions of the clearance space; third, the provision 
of an-ample and effective ignition gear. -If these three major 
elements of design are in line with the best practice, the ques- 
tion of compression can be very safely left to take care of 
itself. If, on the other hand, it is impossible or inconvenient 
with the existing design of parts to secure ample valve area, 
properly shaped clearances, and a thoroughly good ignition, 
it is perfectly safe to assume that no amount of compression 


* Abstract of a paper on Gas Engine Construction for Producer Gas 


Use, read before the National Gas and Gasoline (Petrol) Engine Trades 
Association, June, 1909. 


388 


International Marine Engineering 


OCTOBER, 1909. 


EET LL 


will make the engine satisfactory for operation on. producer 
gas. 

The matter of valves, both as to their location and area, is 
of great importance. The velocity of gas travel through the 
ports, both for inlet and exhaust gases, should never be per- 
mitted to exceed approximately 80 feet per second. A much 
lower figure than this will give more satisfactory results. If 
we assume the customary piston speed of 700 feet per minute 
we might arbitrarily establish the clear internal diameters of 
the inlet and exhaust valves at approximately .45 times the 
cylinder diameter. The cages and passageways leading to the 
valves proper should also be of extremely ample dimensions, 
particularly the exhaust passages. Not only should the piping 
and connections be of ample area, but they should also be pro- 
vided with very easy curves, and all sharp turns or angles in 
the exhaust manifold connection should be studiously avoided. 

The location of the valves necessarily varies with the type 
of engine. In general, however, the location of the valves 
has a very notable effect on the shape of the clearance or 
combustion chamber; for the highest efficiency the clearance 
or compression space in the end of the cylinder should have 
a minimum of exposed heat-absorbing surface in proportion 
to the volume of the charge. This means that the valve should 
by all means open directly into the combustion space, and that 
all pockets or any other notable irregularities of the contour 
of the combustion chamber should be discountenanced. En- 
gines for use on producer gas must never have any small com- 
municating openings that do not close up flush with the in- 
ternal surface of the combustion space. Relief cocks and air- 
starter connections, as well as taps for indicator connections, 
priming cocks, etc., must all be fitted with plugs or valves 
closing down flush with the internal surface of the combustion 
space. Failure to give careful attention to this feature will 
invariably result in very annoying prematures and back firing. 

The question of ignition cannot be given too careful atten- 
tion. Not only should the mechanism be perfectly reliable, but 
the source of current must be such as to give a very unusually 
heavy and hot spark. Ignition devices suitable for use on 
gasoline (petrol) are frequently entirely unsuited to producer 
gas. Electric ignition should, of course, be utilized exclusively, 
and the writer is personally very much inclined to favor a 
thoroughly substantial form of make-and-break igniter, either 
mechanically or electrically operated. Electrically-operated 
igniters of this kind should be supplied from a current source 
giving not less than 4o E. M. F., and capable of supplying from 
2 to 5 amperes of current. For mechanically-operated make- 
and-break igniters a smaller current supply will suffice. Ordi- 
narily, a storage battery of 10 to 12 volts E. M. F., and a fairly 
low internal resistance, will give entirely satisfactory results. 
Dry batteries and primary batteries of any ordinary type are 
not well adapted to this service, and storage batteries for 
ignition purposes, together with small dynamos for charging 
same, are worked out to a degree of perfection that makes the 
use of any other form of ignition a needless experiment. 

The best results are secured when the point of ignition is 
located very close to the geometric center of the compressed 
charge. On cylinders over 12 or 14 inches in diameter the 
question of multiple ignition is worthy of careful considera- 
tion. 

Coming to the matter of speed regulation, producer gas 
lends itself to several different methods of governing, but it 
is by all means best to adopt some form of throttling govern- 
ing by which an impulse is secured on each regular stroke. 
Probably the best method is that which involves the throttling 
of the quantity of the discharge with constant quality of mix- 
ture by limiting the lift of the gas inlet valve. Governing by 
varying the quality of explosive mixture with constant com- 
pression can also be worked out in a very satisfactory way for 
producer gas. The success of this method is due largely to the 


extremely wide variations of mixture which are explosive 
when producer gas is used as a fuel. This method has not 
been used as much as the former method, but the writer sees 
no reason why it should not be equally successful. 

One point in connection with engine design which usually 
receives very little, if any, consideration on the part of the 
average builder is the question of the proper control between 
the proportion of air and gas where the method of governing 
by constant quality of mixture is employed. It is of the great- 
est possible importance, particularly in multiple-cylinder en- 
gines, that the quality of the mixture in each of the several 
cylinders be controlled at one point and that by the single 
movement of one lever or valve. Furthermore, it is very im- 
portant that this lever, or valve, should have attached to it an 
indicating device, showing at a glance the amount of air open- 
ing for any given position, since under normal conditions it 
is customary to run suction producer plants with the gas valve 
wide open, and control the mixture by closing down to a 
greater or less extent on the air pipe. 

Another question comes up in connection with the remodel- 
ing of existing designs that is in some particulars deceptive 
and apt to lead to disaster. We refer to the strength of the 
various parts of the gas engine. A producer-gas engine of 
given cylinder bore and given stroke will develop anywhere 
from 20 to 30 percent less power than a gasoline (petrol) en- 
gine of the same dimensions. It is quite natural, therefore, 
to assume that the stresses on the various parts when operating 
on producer gas will not be so severe as when operating on 
gasoline (petrol). The manufacturer, however, must not lose 
sight of the fact that the higher compression ordinarily em- 
ployed with producer gas involves at the same time higher 
initial explosion pressures, and consequently greater strain on 
the various parts, than where gasoline (petrol) is used as fuel, 
even though the mean effective pressure and the consequent 
power is less. It is, therefore, ordinarily not sufficient to take 
a gasoline (petrol) engine of given cylinder dimensions and 
correct only the valve areas, clearance, compression and 
ignition, to make it suitable for producer-gas work. It is 
usually necessary at the same time to materially increase the 
strength of all working parts. These remarks, of course, apply 
particularly to small engines that are not ordinarily subjected 
to careful analysis as regards the stresses on the various 
elements. Larger engines are usually checked over with great 
care, and remarks of this character as to the strength of the 
various parts of the mechanism would be entirely out of place. 

There is not space within the limits of a brief discussion of 
this kind to take up in detail all of the various features of 
design that contribute to success in producer-gas work. We 
can only casually mention the various questions that can be 
raised in regard to such matters; for example, the cooling of 
the various parts of the engine. There is room for a great 
deal of discussion on the question of water-cooled valves and 
cages and water-cooled pistons. Effective jacketing is at all 
times a matter of importance, but thorough cooling of every 
portion of the engine is of double importance where high com- 
pressions are employed, as is the case with all producer-gas 
work. 

The question of ignition control is another matter that in- 
volves a great deal of possible discussion on both sides. It is, 
of course, always essential to provide means by which the time 
of ignition can be advanced and retarded while the engine is 
in operation, and it is preferable that the exact point of 
ignition be indicated by the position of the mechanism. There 
is also a strong tendency on the part of many builders to ad- 
vance and retard the spark for different loads, to compensate 
in part for the variation in flame propagation, due to change 
either in quality or degree of compression of the mixture. 

We wish to take occasion at this time, however, to mention, 
casually, one producer bug-a-boo that has been the cause of 


OCTOBER, 1909. 


International Marine Engineering 


389 


considerable anxiety in the past, but which we believe to be 
at the present time strictly within the class of those things that 
are thoroughly understood. We refer to the question of 
hydrogen content for producer gas. Several years ago every 
manifestation in a producer-gas layout that was not thoroughly 
understood was attributed to the presence of hydrogen in the 
gas. It has probably been held responsible for more different 
kinds of trouble than any other single element, and has in all 
probability been responsible for few, if any, of the various 
deeds of evil that have been laid at its door. We will take 
pains at this time to enumerate a few of these features, as it is 
quite possible that they may come up again from time to time 
to cause aggravation and annoyance, and perhaps throw dis- 
credit on producer-gas power. 

Several years ago, back-firing was a very common fault 
of producer-gas operation, and this was almost universally at- 
tributed to excess hydrogen. It has, however, been fully de- 
monstrated that hydrogen in the gas is never responsible for 
back-firing. This condition may be produced by a number 
of defects, chief among which we would mention the presence 
of unplugged indicator and relief cock openings communicat- 
ing with the combustion space, faulty location and timing of 
the ignition mechanism, or the overheating of either metal 
surfaces or carbonized oil within the combustion space. Pre- 
ignition of the compressed charge is another matter for which 
hydrogen was long held responsible. It was maintained that 
owing to the extremely inflammable nature of hydrogen, 
it would: frequently ignite during compression, causing exces- 
sive pounding and other similar unpleasant manifestations. 
The writer has yet to observe a single authentic case of pre- 
ignition that was due to the presence of hydrogen. We have 
personally observed the operation of engines on which the 
compression was run up experimentally to as high as 220 
pounds per square inch when supplied with gas containing 27 
percent free hydrogen, without any sign of pre-ignition. On 
the other hand, we have had violent pounding on engines 
with not over 125 pounds compression, when operating on gas 
containing not to exceed 12 percent hydrogen. When we 
consider that the ignition temperature of hydrogen is only a 
little over 100 degrees lower than that of carbon-monoxide, 
and that if we assume the most unfavorable condition, namely, 
a temperature on the charge at the beginning of the compres- 
sion stroke of 212 degrees F., and strictly adiabatic compres- 
sion with no loss of heat, a compression of something over 
300 pounds per square inch would be required to reach the 
ignition temperature of hydrogen. The improbability of pre- 
ignition from this source is immediately apparent. One char- 
acteristic of hydrogen, however, must not be lost sight of, 
namely, the fact that flame propagation is very much more 
rapid through hydrogen than through carbon-monoxide. In 
other words, an explosive mixture containing a high percent- 
age of hydrogen will be completely burned in a very much 
shorter time after the occurrence of the igniting spark than 
would be the case where the hydrogen percentage is low and 
the combustible gas largely carbon-monoxide. A sudden 
variation in the hydrogen in producer gas may be the cause 


of violent pounding, not through any spontaneous ignition of 
the charge from compression, but on account of the more 
rapid rate of flame propagation having the effect of ab- 
normally advancing the time of ignition, the resulting pound- 
ing being due to the fact that the igniter is set quite too early 
for the correct ignition of a mixture with so high a rate of 
flame propagation. It may be stated, therefore, as a fairly 
well-established fact, that a properly designed gas engine will 
handle producer gas with any possible continuous percentage 
of hydrogen without any irregularity in operation whatever, 
and that whatever irreguiarities may be traced to the hydrogen 
content of the gas are due rather to the variation in percentage 
of hydrogen than to the actual amount present. 


TRIALS OF THE JAPANESE ARMORED 
CRUISER IBUKI. 


The Japanese armored cruiser /bwki has recently completed 
a series of very successful steaming trials at the Kure Navy 
Yard in Japan. This vessel is equipped with Curtis marine 
reversible turbines, built by the Fore River Shipbuilding Com- 
pany, Quincy, Mass., which were shipped to Japan and in- 
stalled in the vessel at the Kure yard. 

The turbines drive twin screws, and are of 12 feet pitch 
diameter, with seven stages. They were guaranteed to deliver 
21,600 brake-horsepower. The table given below shows the 
results obtained on the various trials. 

The contract guarantees were made on a basis of 250 pounds 
steam pressure and 28 inches vacuum at 200 revolutions for 
two-fifths power and 255 revolutions at full power. The 
actual trial conditions were somewhat under these, and the 
corrected water rates in the table are to allow for the dii- 
ferences. 

The reversing power of the turbines was tested at the end 
of the four-fifths power run by running astern for fifteen 
minutes, keeping the same firing interval and conditions in the 
boiler room as were used in going ahead. The turbines ran 
reversed at 186.3 revolutions, and developed 11,035 brake- 
horsepower. Also the general maneuvering qualities of the 
vessel were excellent. 

The Fore River Shipbuilding Company have also supplied 
Curtis turbines for the battleship Aki, and Japanese yards are 
building Curtis turbines for two other battleships and three 
scout cruisers; two of the latter being ordered as a result of 
the successful outcome of the [buki trials. 

Each of the turbines of the [bwki has seven ahead wheels 
and two reverse wheels, all in one casing, and each in a com- 
partment formed by diaphragms inside the casing. The first 
ahead-wheel and each of the reverse wheels has four rows 
of moving buckets, while the remaining wheels have three 
rows each. The steam leaving any wheel is directed through 
nozzles in the diaphragms onto the buckets of the next wheel. 
The turbines are reversed by simply shutting off steam from 


TABULATED RESULTS OF OFFICIAL TRIALS OF THE JAPANESE CRUISER IBUKI. 


1/5 

Power. 
ID EKANHOM Or WBEVL TWOCRScoccccndocoovgou00000 
Steamuchestapresstincm sagen pr eenneeeer 221 
Owelhtisr OF SHV. ooccoccoocvccovnonousu0cnE Sat. 
Exhaust shell vacuum, inches....:........... 28.1 
IRGVONTTOTS DEP WINES, 0546 406000cc00000000 151.2 
ByrekOINORIEMOMEE ooaccs090000 ab00000 0000008 5,077 
Water per hour for main turbines, pounds... 108,021 
Water rate per brake-horsepower, pounds.... 21.27 
Available British thermal units in steam..... 348. 
Efficiency of turbines, percent................ 34.3 


Water rate corrected to contract conditions... 
Guaranteedawatermrate eke nines 


2/5 3/5 4/5 Full 
Power Power. Ower. Power 

8 24 6 6 

228 230 240 230 

Sat. 35° Sup. 28° Sup 53° Sup 

27.5 27.2 20.4 25.7 
189.1 215.7 235.5 250.5 

10,077 15,730 20,978 27,142 

183,083 256,910 330,339 407,987 
18.17 16.35 15.73 15.03 
337. 341.5 320. 25.8 

41.6 45.5 49.2 52. 
RO AOe ays Biduche aetna Ly nt Cea Rae 13.88 

T/L ate Cai anion SHR RLS Sb Ec fe 15. 


390 


the ahead steam chest and opening the valve to the astern 
steam chest. 

The above turbines of the /bwki are similar to those on the 
United States scout cruiser Salem, except that their pitch 
diameter is 2 feet greater. 


The Operation and Management of the Parsons Marine 
Steam Turbine as Practiced on the U.S S. Chester.* 


BY LIEUTENANT A. F. H. YATES, U. S. N. 


The turbine installation on the Chester is of the standard 
type designed by the Parsons Marine Steam Turbine Com- 
pany. There are six ahead turbines, a high-pressure cruising, 
intermediate-pressure cruising, two main high-pressures, and 
two low-pressures. There are four independent shafts, each 
fitted with a single, solid, three-bladed propeller of 6 feet 
diameter and 6 feet pitch. Reversing turbines are incor- 
porated into the exhaust ends of each of the low-pressure tur- 
bines. A reference to Fig. 1 will make clear the arrange- 
ment of turbines on shafts and the piping leads. The high 
vacuum maintained is assisted by the use of the Parsons 
vacuum augmenter. Independent air pumps are installed, with 
connections to the condensers through water seals. (Fig. 2.) 
The vacuum augmenters are virtually steam jets so arranged as 


Z| MAIN H.P 


|__| wraine. 
N 


SHAFT No. 4. 


TURGINE. 


cS) 


SHAFT No.3 


AFT <—@ 


SHAFT No.2 


SHAFT No, 14 


International Marine Engineering 


OcTOBER, 1909. 


the oil pumps take suction. There are no valves in the sys- 
tem. The pipes which conduct the oil from the bearings have 
sight glasses in them, so that the flow of oil may at all times 
be under observation, and at the same points thermometers 
are attached to indicate the temperature of the oil as it leaves 
the bearings. 


WARMING THE TURBINES FOR GETTING UNDERWAY. 


The length of time necessary to properly prepare the tur- 
bine for trial is greater than for the reciprocating engine. 
Three hours and a half are usually allowed on the Chester 
from the time of beginning to warm up to the time of get- 
ting underway, though the turbines are generally tried and re- 
ported ready after 3 hours. They have been made ready in 
24 minutes, and it is believed that they could be prepared in ro 
minutes. That which is to be avoided is local heating and 
consequent uneven expansion. Steam is admitted to a cir- 
cular steam belt, and in consequence the steam takes its initial 
direction over all parts of the rotor drum at the same time, 
and toward the exhaust end. At the exhaust end the steam 
leaves the turbine at the one point on the side of the casing 
where the exhaust pipe is connected. For this reason it might 
be expected that the near side would benefit by steam of per- 
haps somewhat higher temperature than that on the far side. 
In order to counteract any ill effects which might result from 
such cause, it is considered advisable to utilize the jacking 


Fic. 1. 


to siphon the air from the condensers at a point just above the 
water level and deliver it to the water seal for the air pumps 
to handle, at a pressure of from 1 to 1 3-10 inches of mercury 
higher than the condenser pressure. The discharge from the 
siphon passes through a small condenser for condensation and 
reduction in temperature. Tite system of lubrication installed 
provides for the supply of oil to thrust bearings, main bear- 
ings and spring bearings at a pressure of about 10 pounds. 
The oil is supplied by steam-driven oil pumps and passes first 
through coolers on its way into the supply main. Separate 
pipes from the main pipe to the different bearings conduct the 
oil to the latter, and separate pipes take it away by gravity to 


common return mains, which discharge into the oil tanks in 


the bottom of the engine rooms. It is from these tanks that 


* abstracted from the Journal of the American Society of Naval 
Engineers. 


gear while warming up, turning the shafts one-quarter or one- 
half a cycle every half hour. In order, too, that the greatest 
possible benefit may be derived from the heat of the steam, 
it is considered a wise practice to keep an extremely low 
vacuum, moving the air pumps as slowly as possible with 
safety. The various exposed parts of the turbine not covered 
by lagging should be felt with the hand from time to time, as 
much can be learned in this way as to the uniformity of heat- 
ing. The use of auxiliary exhaust steam for warming up 
was at one time considered, but the idea was abandoned. 

Steam should be placed on the glands at the same time it is 
admitted to the turbines. 

The general procedure of warming up the turbines on the 
Chester is as follows: 

I. Open the drains of all turbines to the condensers and 
unseat all throttle valves and spring-loaded non-return valves. 


OcroBER, 1909. 


International Marine Engineering 


Sgt 


2. Open main injection valves and overboard delivery valves. 
Start main air and circulating pumps, having circulating con- 
nections open to the vacuum augmenter condensers. 

3. Crack the cross-connection valve in the communicating 
pipe between the auxiliary steam line and the main steam line 
in engine room, thereby putting steam on so much of the main 
steam line as is in the engine rooms. 

4. Close turbine throttle valves and open throttle by-pass 
valves. Keep a low vacuum. 

5. Regulate pressure on auxiliary exhaust line, opening its 
connection to the steam-gland system sufficiently to give a 
pressure on the glands of about 1 pound. 

6. Examine the strainers on oil pumps and test both pumps. 
Note first the amount and condition of oil in the gravity- 
return tanks; draw off any water that may be in the tank. 
See that water service is on the oil cooler and on the water- 
jackets of the spring bearings. 

7. Steam having been raised on the additional boilers to be 
put in use, connect them, and open the engine-room bulkhead 


WATER SUCTION 


AIR PUMP. 


AIR PUMP. SUCTION, 


MAIN: CONDENSER 


MAIN CONDENSER 


the chances of their giving trouble when opened out are none. 
In trying them “ahead slow,” sufficient pressure should really 
be given the main high-pressure turbine to insure the turning 
of its accompanying low-pressure turbine by the exhaust of 
the former. This will not happen if the exhaust pressure is 
extremely low. The test of the backing turbines is frequently 
repeated several times, it being the case very often that a 
rather high-pressure is needed to turn them the first time. The 
cruising turbines should, of course, be tried out. These tur- 
bines are so much smaller than the others that they are al- 
most certain to be warm if the others are, and no difficulty 
has ever been experienced with them. If there is any inter- 
ference of the blading in any turbine, it will make itself evi- 
dent by an intermittent rumbling or grinding noise, which, if 
very serious, will be very shrill. The ears should be strained 
when the turbines are first tried, in order to detect even the 


slightest noise, as a slight interference at such slow speed 
might increase and give trouble upon opening out the turbine. 
If at any time there 


is a reasonable doubt as to conditions, 


MAIN CONDENSER 
AIR SUCTION 


IRC WATER INLET 
TO AUGMEN TOR CONDENSER 


AUGMENTOR 
NOZZLE 


= STEAM TO AUGMENTOR. 


stop yalyes, closing the cross-connecting valve between the 
main and the auxiliary steam lines. Close throttle by-pass 
valves, if desired, and continue warming up through the 
throttle valves partially unseated. 

8. The turbines being warm, a set of micrometer readings 
for dummy clearances should be taken and entered in the log. 

9g. Open valves admitting steam to the vacuum augmenters. 
Disconnect jacking gear. 

10. Start oil pumps, by-passing the oil around the cooler. 
It should continue to be by-passed until the ship is under- 
way, and the oil has reached a temperature of 100 degrees F., 
otherwise it will be sluggish and fill the bearings with diffi- 
culty. 

II. Speed up the air and circulating pumps and raise the 
vacuum, and when a good vacuum has been obtained, report 
the turbines ready for trial. Keep all drains open until well 
underway. When lying at anchor with banked fires, and with 
orders to keep the turbines warm, they should be jacked over 
at least once an hour. They remain warm a long time after 
securing, but steam should be kept on them. Fifteen minutes’ 
notice is then considered sufficient. 


TRYING THE TURBINES. 


The turbines are tried separately at a low speed under light 
Pressure, and if properly warmed they will move easily, and 


the turbine should be stopped promptly and given more time 
to warm up. No more than 15 or 20 minutes are apt to be 
lost by so doing. 


MANEUVERING, STOPPING AND STARTING. 


Maneuvering is accomplished with much greater ease than 
with the reciprocating engine, as there is no reversing gear 
necessary to operate or to fail of operation. The operation 
consists simply of the opening and closing of valves, and con- 
sequently but very few seconds are ever necessary. The mis- 
taken idea held by some who are not familiar with the tur- 
bine, to the effect that maneuvering is a lengthy operation, is 
entirely without foundation. 

Full steam pressure may be admitted to the turbine as fast 
as the throttle can be opened, and the time elapsed to full 
open is but a few seconds. The valves should, most naturally, 
not be spun open with lightning speed, neither should they be 
opened irregularly by jerks, but they may, with perfect safety, 
be opened smartly and with precision, and a sluggish response 
to a signal is entirely unnecessary. During periods of rest it 
is a good idea to admit an occasional blast of steam into the 
astern turbines for the purpose of keeping them warm. They 
act more efficiently when warmed up thoroughly, and the ad- 
mission of light blasts of steam can be accomplished without 
turning the shafts. Due to the fact that the astern turbines 


392 


International Marine Engineering 


OCTOBER, 1909. 


are on the same spindle as the low-pressure ahead turbines, 
the dummy strips on the former must be of the radial type, 
whereas the latter are of the contract type. Fig. 3 illus- 
trates the two types. The latter type permits of close and 
comparatively uniform regulation of the clearance. The 
former type is a permanent adjustment and cannot be as 
efficient, as it must permit of more elastic limits. But one of 
the two dummies can have the type suited to adjustment, and 
it is, of course, most important that the ahead turbine should 


Contact dummy strips. 


Radial dummy strips 


be the one so fitted. It is because of the type of dummy strips 
fitted in the astern turbines that more careful handling of 
these turbines is considered necessary; injudicious handling 
of the astern turbine throttle valves is particularly to be 
avoided. 

If a reverse signal is received from full ahead to full astern, 
no anxiety need ever be felt. The valve to the astern turbine 
may even be started open while the ahead throttle is being 
closed, and, as the combined act requires so little time, the 
reversal may be considered as aimost instantaneous. 

If running under cruising turbines and a reverse signal is 
received, the execution of the signal involves no greater de- 
lay. Indeed, even less care is necessary than if the ship were 
running ahead under the main high-pressure turbines. This 
is because spring-loaded, non-return valves are fitted in the 
exhaust pipes, between the intermediate-pressure cruising tur- 
bine and each of the main high-pressure turbines. Steam is 
promptly cut off the cruising turbines, and, at the same time, 
the astern turbines’ throttles are opened. Delay in attending 
to the former would cause no embarrassment, however, be- 
cause of the valves above mentioned, which close automat- 
icaily. In actual practice the non-return valve is usually closed 
by hand at the same time the remainder of the operation is 
being attended to. This should clear up any doubt as to 
occasion for accident, due to the number of turbines in opera- 
tion. 

Water in the turbines, due to condensation, or as a result of 
priming, need cause no apprehension. The drains are always 
open when maneuvering, and if the presence of water becomes 
known, it disappears almost as quickly as it comes. It is 
broken into small-particles and passes out with the exhaust 
steam in the form of spray, causing no damage. 


FIG. 3. 


OPERATION .WHEN FAIRLY UNDERWAY. 


Reference is again invited to Fig. 1, in connection with a 
brief description of the manner in which the turbines are 
used for economical performance at different speeds. 

First, for low: speeds—up to about 18 knots—the steam 
passes through all six ahead turbines, both the high-pressure 
cruising and the intermediate-pressure cruising being con- 
nected up with the four main turbines. Steam admitted to 
the high-pressure cruising exhausts into the intermediate- 
‘pressure cruising, and from the latter it exhausts through 
separate exhaust pipes to each of the main high-pressure tur- 
bines. From the latter it exhausts into the low-pressure tur- 
bines, thence into the main condensers. 

Second, for moderate speeds—up to about 23 knots—the 
steam passes through five ahead turbines; being admitted to 
the intermediate-pressure cruising turbine it exhausts, as be- 
fore, into the main high-pressure turbines, thence into the 
low-pressures and into the condensers. The high-pressure 
cruising turbine revolves idly in a vacuum, its drains being 
open to the condenser. 


Third, for highest speeds, only the four main turbines are 
used, steam being admitted to each main high-pressure tur- 
bine independently, and exhausting in each case through the 
connected low-pressure turbine and into the condenser. Both 
cruising turbines revolve idly in a vacuum, their drains being 
open to the condenser. 

Reduction of power in each of the arrangements is ob- 
tained by throttling. Increased power is obtained by raising 
the pressure in the steam belt of the turbine which is being 
used as the initial stage. In the first arrangement, additional 
power may be secured through the use of a by-pass valve from 
the first to the second expansion, and also by admitting live 
steam direct to the intermediate-pressure cruising or to the 
main high-pressures. Similar increase in power may be ob- 
tained in the other arrangements. Ordinarily these alterna- 
tives are not used, though they are apt to be of benefit at 
any time. 

The turbines should run without noise and without vibra- 
tion. Such noises as have been mentioned above, if heard 
while the ship is underway, would indicate unusual conditions, 
which should be investigated immediately. As long, heavy 
turbines may whip slightly in a sea-way, due to the rolling of 
the ship or the racing of the screws, this might cause the 
blades to rub now and then and the turbine to groan or vi- 
brate slightly. If the clearances of the dummies were very 
scant, the dummy rings might run a slight risk of grinding 
for similar reasons, but the likelihood of such an occurrence 
is very remote. Any grinding at this point would indicate 
too scant a clearance, and would be very serious, necessitating 
readjustment at first possible opportunity. 

It would appear that greater readiness for service should be 
expected of the turbine than of the reciprocating engine, as 
overhaul is so seldom necessary and usually of a mild nature 
even then. Hardly any attention need be paid the turbine 
proper once it is underway, and no injury to attendants need 
ever be expected. The advantage resulting from the purity 
of the steam and its freedom from oil extends to the boilers, 
condensers*and feed-water heaters. Barely any cylinder oil 
is used on the auxiliafies in the engine room of the Chester, a 
mixture of graphite and kerosene proving satisfactory for 
these engines. 

In smooth weather a constant initial pressure, with a steady 
vacuum, corresponds to a constant speed, but varying condi- 
tions of wind and sea, or great variations in boiler pressure, 
have a detrimental effect in this respect. So long as the boiler 
steam is dry no variation in initial pressure for a constant 
speed is necessary, but when, with a drop in pressure, the 
steam becomes wet, the effect is felt at once.. For this reason 
the fire-room force must be trained especially to preserve 
fairly constant limits of pressure. The effect of wind and 
sea is really marked, and higher pressures become necessary 
for the same speed, with constant loss in economy. This is 
against the turbine, but in spite of it the turbine ship is ad- 
mirably fitted for heavy-weather work. The turbines do not 
labor or require throttling, but run with ease, and adapt them- 
selves freely to the changes. It may express their action best 
to say that they appear elastic under such conditions. 

With a sudden change in speed it is found that the turbine 
does not firmly establish itself to the new conditions for some 
considerable time. The proper pressure to carry for a speci- 
fied number of revolutions per minute cannot be exactly de- 
termined for nearly an hour, though, of course, one suitable 
for the approximate speed can be found in a very few min- 
utes; that is to say, within a quarter of a knot and less. 

Running on a standard number of revolutions per minute is 
attended with the difficulty of ascertaining from time to time 
how many revolutions are being made. 

Once the speed is established, however, it is maintained con- 
stant with comparative ease, though the man at the throttle 
must ever be at his station with his eye on the pressure gage, 


OcTOBER, I909. 


International Marine Engineering 


393 


The Chester picks up headway with lightning rapidity. 
While this, to a large extent, is due to the fineness of her 
lines, it is also due to the turbine installation. Maneuvering 
from rest should be harder with a ship having small propel- 
lers, but the turbines may be given steam so quickly and they 
reach their speed so quickly, that I believe for quick ahead 
action they are, on the whole, superior. I would not like to 
say the same for astern motion, however. 

The two most essential points in connection with the eco- 
nomical operation of the turbine are undoubtedly dry steam 
and a high vacuum. The Chester’s boilers furnish a high 
quality of dry steam, and no ill effects from this source are 
experienced as a rule. 

As regards a high vacuum, the reason for its importance lies 
in the fact that the steam undergoes a greater range of ex- 
pansion in the turbines than in the reciprocating engine. I[ 
might say, roughly, that for 1-inch drop of vacuum on the 
Chester her speed will drop off half a knot. 

The provisions made for the utilization of auxiliary 
exhaust steam in the turbines have already been referred 
to above. There are many different conditions under 
which the auxiliary exhaust steam might be used, some- 
times in one place and sometimes in another, depending 
upon the relative pressure conditions. The advantage to 
be derived should, however, be determined before it is 
used. Under some circumstances, ‘as will be shown later, 
the auxiliary exhaust is drawn off to feed the gland 
system. Then again it may be used in the feed heaters. If 
it is used for these purposes there are not many occasions 
where it will be found sufficiently plentiful for additional use 
in any of the turbines. Therein lies a question as to whether 
greater benefit is derived from its use in the feed heater or 
in the turbine. I am hardly prepared to speak authoritatively 
in reply thereto. Benefit is derived in each case. Conditions 
have been noticed on the Chester where its application to the 
turbines resulted in a half knot increase in speed; whereas, 
on the other hand, its use in the feed heaters would have pro- 
vided feed water of a temperature of 230 degrees F. or 240 
degrees F. 

The gland system on the turbines is one which requires 
more or less constant attention. As installed on the Chester 
it consists of a main pipe, which passes the entire length of 
the two engine rooms, forward and after. Branch pipes con- 
nect it with each giand of all the turbines, twelve in all. The 
only valves in the system are on the main pipe. There are 
two cutout valves, one to isolate the portions of the main 
pipe which lie in the respective engine rooms, to permit of 
independent management, and one to isolate the extreme end 
of the main pipe which lies abreast the cruising turbines. 
Neither valves are ever closed, as the gland system is worked 
as one unit and independent management in the two engine 
rooms not attempted; the one for isolating the cruising- 
turbine gland system would only be used in the event of those 
turbines being disconnected from the main shafts. There is, 
therefore, free communication in the system between all 
glands. The only other valves are one in each engine room 
for the admission of auxiliary exhaust steam to the main pipe, 
and a valve in a branch pipe to the condenser with which to 
relieve any excessive pressure on the system. In order to 
thoroughly understand the management of the system one 
must first have a clear understanding of the functions of the 
glands, especially as these functions are dependent upon ex- 
isting conditions. The steam gland is, of course, the counter- 
part of the stuffing box on the reciprocating engine, and is 
intended to prevent leaks. While some of the glands tend 
to blow steam, others tend to suck air. The amount of steam 
leakage from glands under internal pressure depends upon 
the efficiency of the same and cannot be entirely avoided. The 
effect of the leakage of air through the others into the turbine 
will be noticed by a drop in the vacuum. As was stated above, 


the glands are all in free internal communication through the 
gland-system piping, so the leak-off steam from glands under 
internal pressure finds its way to the other glands and has the 
effect of sealing them against air leakage. Some of the steam 
leakage enters the atmosphere, but that cannot be avoided 
with the type of gland fitted. The amount of leak-off steam 
which enters the system is not always sufficient to seal the 
other glands, and in such cases auxiliary exhaust steam must 
be used in addition. On the other hand, the leak-off steam is 
under some conditions excessive, and it is then that the gland 
relief valve is opened to draw off the surplus to the con- 
denser. About I pound steam pressure per gage is ordinarily 
used on the gland system, with good results. 

Tn view of the high speed at which the shafts revolve, a con- 
stant and vigilant watch must at all times be kept on the 
bearings and ‘on the oil system. Care of the bearings and of 
the oil service equals in importance the skillful warming up 
of the turbines for service. The main bearing journals are 
so constructed that, in the event of the babbit melting, cer- 
tain raised portions of the brass will take the weight of the 
shaft during the time necessary to slow down and stop. This 
is in order to save the stripping of the blades, which otherwise 
would be a natural consequence. The use of the hose on the 
bearing casing when a hot bearing develops is a useless alter- 
native, though after the turbine is stopped it can do no harm to 
reduce the temperature. Sight glasses are fitted in all of the 
branch discharge pipes from bearings, and a glance at these 
shows whether or not the flow of oil is normal. Thermom- 
eters are also fitted at these points, and the temperature of 
the oil discharged from each bearing is readily observed. 
The oilers in making their rounds should not be guided en- 
tirely by these devices, but should feel each bearing with the 
hand. No calculations have been made on the amount of oil 
required for operation, but the tremendous oil-saving with 
the use of turbines is most apparent. A precaution that should 
be observed is the daily inspection of the gravity-return oil 
tanks when in port for the presence of grit, dirt or an exces- 
sive amount of water. The water can be drawn off, but if it 
is excessive, steps should at once be taken to ascertain where 
it comes from. It should not come from the coolers, on ac- 
count of the oil pressure being greater than the water pres- 
sure, but this is one place that should at least be inspected. 
Another place is in the water-jackets on the spring bearings. 
The water should, of course, be tasted first, to determine 
whether salt or fresh. It is surprising how much water may 
be expected from sweating. 

The marked effects of cavitation supposed to exist when 
high power is reached exist more in fancy than in fact. The 
second standardization trial of the Chester conclusively proved 
that she had made all speeds that had ever been claimed for 
her. The efficiency of the propellers falls off at the higher 
speeds, but not to an alarming extent, and no evidence of their 
breaking down or of erratic behavior has ever been detected. 
New propellers of even greater disc area are to be fitted later, 
and slightly greater speed is expected. 

My remarks on operation must be brought to a close after 
mention of the following points to be observed when secur- 
ing the turbines after coming to anchor. Steam should be 
tightly shut off the glands and off the vacuum augmenters. 
Special precautions should be taken to see that water service 
is kept on the vacuum-augmenter condensers, however, and 
the main air and circulating pumps should be run for about 
3 hours after steam is shut off the turbines. The latter is 
necessary, as hot vapor remains in the turbines and develops 
for a considerable time after the steam and water has been 
drained out, and the condensers might be damaged if secured 
too early; even after securing, condensation continues for a 
considerable length of time, for the turbines remain more or 
less warm from 12 to 24 hours, depending on the surrounding 
temperature. 


394 


THE MARINE STEAM ENGINE INDICATOR—III.* 


BY LIEUT. CHARLES S. ROOT, U. S. R. C. S. 


THE SCOTT-RUSSELL MOTION AND MECHANISM DERIVED FROM IT. 


If the reader will provide himself with a flat carpenter’s 
square, a thin batten, a pencil and a couple of round hard- 
wood points, he will have the means for graphically analyzing 
this motion in a most interesting manner. Drill three holes 
on the center line of the batten, A and E, near the ends and 
C, midway between them, so that AC equals CE, as shown in 
Fig. 21. Insert the sharpened hardwood points in A and E and 


a pencil in C. See that the points are all accurately in line 
and equidistant, with the pencil point a little longer than the 
end points. All three points should be sharpened with the 
same degree of taper. 

Place the square on a smooth sheet of paper, resting on a 
plane surface. Take the batten in hand, holding the point E 
in the inside corner, and the point A against one of the legs 
of the square, so that the pencil is perpendicular to the plane 
of the paper, all as shown in Fig. 22. Now, keeping the 


FIG. 22. 


wooden points A and E in contact with the square, move the 
point & in the direction of the arrow until it reaches F. The 
batten will then occupy the position shown in dot and dash 
lines. During the movement described the pencil will have 
traced the are CHI. This are will be truly circular, with a 
radius HE, the center being at E. If now the pencil be re- 
moved to any other hole on the center line of the batten, as 
B or D, and the movement repeated, as before, the arcs traced 
will be elliptic in every case, as shown by broken lines in 
the figure. 

Consider the slider-crank mechanism shown in Fig. 23. 
This is the Scott-Russell parallel motion proper. The pin C 
is in the middle of AE, and the link or crank CG is equal in 
length to one-half of AE. Here, the point A is constrained to 
move in the straight line AG, as in Fig. 22, and the point C in 
a true circular arc by the crank CG. Likewise, every other 
point on AE, except those at the ends, will describe elliptic 
arcs, as shown at BB’ and DD’. The marking point is at E 
and draws the accurate straight line EG, which corresponds 
with the leg FE of the square in Fig. 22.2 The similarity of the 


* Copyrighted, 1909; by Charles S. Root. : mets : 

*The points AGE lie in the semi-circular are whose center is at the 
movable point C, and this holds true in every position of the mechan- 
ism. As every angle inscribed in a semicircle is a right angle, EG is 
always a straight line passing through C and normal to AG. 


International Marine Engineering 


OCTOBER, 1909. 


two motions will be:readily understood without further de- 
scription. y 

In order to adapt this mechanism to the indicator and avoid 
introducing mathematical errors, the arrangement shown in 
Fig. 24 might be used, the pencil lever AE being offset between 
C and £ to allow the scribing point to pass the fulcrum G. 
With this arrangement the pencil or scriber path EF will be an 
accurate straight line normal to the line AG, as has heretofore 
been demonstrated. The piston rod, whose center line PP’ is 
parallel to the pencil path, is connected to AE by the slotted 


FIG. 23. 


crosshead and pin at B, the rod being guided in its rectilinear 
path by the sliding pair at D, and by the cylinder and piston. 
As the distances + and y, measured parallel to AG, are al- 
ay 
ways proportional,’ the velocity ratio between the 
4 
piston and pencil will be constant in all positions of the 
mechanism. 
This movenient, although mathematically exact, is not con- 
sidered mechanically practical, and, so far as we know, has 


FIG. 24. 


never been actually tised on any indicator. A link turning on 


pin joints is always used in place of the sliding pair at A, and 
the piston rod is connected to the pencil lever in the same 
manner. While this makes a better mechanical arrangement, 


* By the theorem of proportional triangles. 


OcrToBER, 1900. 


mathematical errors are at once introduced. A pencil mechan- 
ism, fitted with the substitutions mentioned, and which most 
closely resembles the arrangement in Fig. 24, is shown in 
Fig. 26. 

For convenience of reference we shall hereafter call the 
link AB (Fig. 26) the “back link,” CD the “piston rod connect- 
ing link,’ EF the “front link,’ AP the “pencil lever,” xx’ the 
“horizontal axis,” and 1-5 the “pencil axis.” 

In the mechanism of Fig. 26, the front link is half as long as 
the pencil lever, and is paired to the latter at its middle point 
by a pin joint, as in the Scott-Russell motion; but the pencil is 


caused to deviate from the accurate straight line of that mo- 
tion by the versed sine y (Fig. 25) of the back link. This 
link (AB, Fig. 26) is so located that the versed sine is in- 
clined and the scribing point P crosses the pencil axis at I, 2, 
3, 4 and 5, the intervals being equal. The actual pencil path 
is much exaggerated in the figure in order to show its general 
form. The piston rod link CD is parallel to the back link 
when the mechanism is in the position shown, and the points 
B, D and P are in the same straight line. It follows, from 
what has been said of the pantograph, that whenever the 


FIG. 26. 


points P and D are on the parallel lines 1-5 and 6-7, the front 
and back links will be parallel, AC and the imaginary link 
HD will be parallel and of equal length, and the velocity ratio 
between the piston and pencil will be constant. Whether the 
front and back links are in proper adjustment proportion- 
ately on the five points is seen to depend on the accuracy with 
which the piston follows the line 6-7, which is parallel with 
1-5. The accuracy with which the pencil follows its designed 
path depends entirely on the front and back lines, and is in- 


International Marine Engineering 


i 


395 


dependent of the piston-rod guide. As the mechanism is 
absolutely correct at five equidistant points on the pencil 
axis, it is believed to be one of the most accurate of all the 
approximate motions. The heavy, broken lines show the 
mechanism in its highest position with the pencil at 1. The 
fine, unbroken single lines indicate the position of the links 


FIG. 27. 


with the pencil at 3, and the fine double lines the lowest de- 
signed position of the mechanism with the pencil on 5. 

Referring again to the back link: If this link be located so 
that the versed sine falls on the line 8-9 (Fig. 27) and is en- 
tirely above the horizontal xx’, the pencil will cross the pencil 
axis three instead of five times, and will have but three points 
where the movement is absolutely correct. Locations of the 
back link, intermediate to those shown in Figs. 26 and 27, will 
result in “five-point” mechanism, but the crossing points will 
not be evenly spaced. 

This mechanism is still further altered in many designs by 


FIG. 28. 


shortening the front link and locating it at a greater distance 
from the scriber end of the pencil arm, as shown in Fig. 28. 
The path of the point E should be elliptic, but it is constrained 
to move in the arc of a circle whose center is at Ff. As the 
difference between the circle and ellipse at this point and 
within the limits used is small, the error introduced is in- 
considerable. The characteristic pencil line traced by this 
mechanism is shown in exaggerated form in the figure. In 
some instruments, even the location of the point D on the line 


396 


BP has been changed, and CD made as long as possible by 
locating D close to the piston, the arrangement being similar 
to that formed in “trunk” engines. 

In another form, the front link is paired with the piston rod 
connecting link at E, as shown in Fig. 29. If P is made to 
follow the straight line 1-5, the path of E is neither a circle 
nor an ellipse, but a curve of a higher order; it is so close to 
a circular arc, however, that (within proper limits and on the 


FIG. 29. 


scale used) the difference is not measurable. In order that 
the pencil may follow its designed path in this arrangement 
it is most important that the piston-rod guide H be kept in 
good order, as any lost motion at this point will cause a large 
pencil error. Mechanisms in which the front link is made 
shorter than one-half the pencil lever have a certain ad- 
vantage, other things being equal, in that the weights have a 
shorter motion at lower speed than in those instruments fitted 
with the non-shortened front link. 


MECHANISM WITH PENCILS CONSTRAINED BY SLIDING PAIRS. 
Several makes of instruments have the pencil mechanism 
shown in the conventional sketch, Fig. 30. The pencil point 


FIG. 30. 


P, is guided directly by a straight slide, the links are so pro- 
portioned that the pins at B and D are in line with P, and 
AB and CD are parallel. These conditions are constant, so 
long as 1-5 and 6-7 are parallel, and the motion is therefore 
absolutely correct when properly adjusted. Another well 
known movement of this sort is shown in Fig. 31. The pro- 
portions of the various links are as in Fig. 30. The shape of 
the curved slot EE’ is derived as follows: If P be guided 
accurately on the straight line 1-5, the pin E will mark outa 
peculiar curve, which will be neither a circle nor an ellipse 
owing to the disturbing effect of the back link. Conversely, if 


International Marine Engineering 


OcTOBER, I909. 


a guide be made of the exact shape marked out by E, as just 
described, and this guide be made to constrain the motion of 
the pencil lever, the pencil P will draw an absolutely straight 
line. From the description of the shape of the guide and an 
inspection of the diagram, it is seen that this mechanism is 
absolutely correct, both in its straight-line motion and con- 
stant velocity ratio. 

Lack of space forbids the description of a greater number 
of these mechanisms, and, moreover, those described cover 
the majority of instruments now in use. Many devices ad- 


| 
| 
foes ees 
| 
| 
| 


7 


FIG. 31. 


ditional to those shown have been made, and there is no 
difficulty in designing still more of them, but it would be hard 
to improve on the best of those now in use. The sketches 
heretofore shown are not to be taken in any sense as detailed 
drawings, but as conventional sketches, only intended to 
show general principles. 

' (Lo be continued.) 


Economy of Turbines vs. Combined Reciprocating and 
Turbine Propulsion. 


Sir Christopher Furness, M. P., recently had the machinery 
of his steam yacht Emerald converted so that the three- 
turbine, three-propeller system was changed to a combined 
high-pressure reciprocating engine and low-pressure turbine. 
The following table, published by the American Machinist, 
has been given out by Sir Christopher Furness to give figures 
for comparison of these two forms of propulsion: 


BEFORE. 
Speed. Consumption. Steam Pressure. 
10 knots. 18 tons. 150 pounds. 
me | @ 22 mg  ™ 
ing), 3% me Wi) 
Tee AS “© (P) 

AFTER. 
to knots. 13 tons. 150 pounds. 
ra oS 164 “ 15 Oi 
12 2 IG 
1g PO) ~ Ugo  ~ 


It will be seen that in the first table the steam pressure 
varied, whereas in the second it was constant at 150 pounds. 
This makes comparison somewhat difficult, but it is safe to 
point to the top line in each set of figures; namely, that relat- 
ing to a speed of 10 knots, when, with a steam pressure of 150 
pounds, the consumption figures are 18 and 13 tons. Thus, 
with the converted machinery the steam consumption was 


OcTOBER, 1909. 


rather less than three-fourths the consumption with the three- 
turbine system. Generally speaking, the other figures are of 
the same order, although the comparison is not in every case 
quite so pronouncedly to the advantage of the cited combina- 
tion plan. 


A NEW LAKE STEAMER. 


The Capital Transportation Company, of Detroit, Mich., 
recently launched a new ship, the Benjamin Noble, at the 
yards of the Detroit Shipbuilding Company, to enter the pulp- 
wood trade. The ship is within a few inches of the maximum 
length capable of passing through the Welland Canal and 
locks. She is of the regular lake type, built extra strong, and 
is suitable for deep-sea navigation should occasion demand. 
The deck and hatches are built extra strong, in order to 


International Marine Engineering 


397 


rods are of steel, 4 inches in diameter, and the connecting 
rods of wrought iron, strap connected and babbitted. The 
crank shaft is built up of cast steel slabs with mild steel 
shafting and pins. The engine is designed to turn 90 revolu- 
tions per minute. The cylinders are 17, 2414 and 46 inches 
diameter by 36-inch stroke. The valves are actuated by the 
Stevenson link motion, and the main steam pipe is 7 inches in 
diameter. 

The steam-producing plant is forward of the engine room. 
It comprises two boilers, 11 feet 6 inches long by 12 feet 
diameter. Natural draft is used, and the steam pressure is 
180 pounds per square inch. Each boiler has two furnaces, 
42 inches in diameter, and 174 3%-inch tubes. The total grate 
surface is 75 square feet, and the total heating surface 2,700 
square feet, giving an approximate ratio of I to 36. The 
boilers are arranged athwartship in the stokehold, and are 
fired from the forward end. The coal is carried in bunkers 


THE BENJAMIN NOBLE READY FOR LAUNCHING. 


sustain the heavy deck loads which will be shipped in the 
pulpwood trade. Railroad iron can also be carried. The hold 
of the ship is one large compartment. 


HULL DATA. 
Length between perpendiculars.... 240 feet. 
ILengiin Over Abcosoxccccao0cac0000 256 feet. 
Byreackin, smollelath.ocoseccococcc0000c 42 feet. 
Depa, MOG. cococcocosanco00bee 18 feet. 
Indicated horsepower.........-..-- 800 


S peedbavyseeueero cio ecrariernermrneuess 11 miles per hour. 

The hull is built of mild, open-hearth steel, the sides having 

a tumble home of about 3 inches at the foot of the bulwarks. 

Between hatches the structural design is particularly heavy. 

The floors are spaced 36 inches apart. The bilge radius is 

36 inches, and wharf protection is afforded by an oak stringer 
9 by 6 inches. 

PROPELLING MACHINERY. 


The main engine is a three-cylinder, inverted, triple-expan- 
sion engine of 800 indicated horsepower. It is mounted on 
built-up girders of steel plate and angles. The low-pressure 
cylinder is located forward, the high pressure aft, with the 
intermediate between. The cylinder walls are 1% inches 
thick. The pistons and cylinders are of cast iron. The piston 


‘alongside the boilers, the coal being distributed through a 


V-shape hatch over the boilers. 
The Noble has a single cast iron screw, 12 feet in diameter 
and 12 feet 6 inches pitch, with four sectional blades. 


AUXILIARIES. 

The auxiliary machinery consists of a dynamo, direct con- 
nected in the engine room for lighting and four hoisting en- 
gines on the deck for loading cargo. The hoisting engines, 
ballast pump, main feed pump, steam windlass and two deck 
engines are all piped from the main boilers. The steering 
gear is the Detroit steam gear. 

The crew’s quarters are divided, part of the crew having 
quarters forward and the rest aft. The engineers’ staff is 
housed aft, while the mates, wheelsmen, firemen and watch- 
men are housed forward. 


The Cunard steamship Lusitania has again lowered the time 
of passage across the Atlantic Ocean, having left Liverpool 
Saturday evening, Aug. 28, and landed her passengers in New 
York before 8 o’clock on Thursday evening, Sept. 2. The time 
from Daunt’s Rock to Ambrose Channel Lightship was 4 days 
1r hours 42 minutes, and the average speed 25.85 knots. This 
trip enabled passengers to land on the fourth day from 
Queenstown. 


398 


KRUPP SUBMARINES FOR THE AUSTRIAN NAVY. 


BY FRANK C, PERKINS. 


Two submarine boats for the Austrian navy have recently 
been built at Kiel at the Germaniawerft of Fried. Krupp 
Aktiengesellschaft. They have an under-water displacement 
of 300 tons and a surface displacement of 235 tons, their 
extreme length being 142 feet. The surface draft is 9 feet 8 
inches, while the breadth is 12 feet 4 inches outside measure- 
ment of the double hull. The inner hull is a cigar-shape, 
watertight shell, having a structural strength calculated to 
resist the water pressure at a depth of 165 feet. 

The watertight hull is constructed with nine welded circular 
sections, three of which at each end are slightly conical, while 
the three sections amidships are cylindrical in form. There 


International Marine Engineering 


OcTOBER, I909. 


would allow communication with the outside atmosphere under 
certain conditions, and the buoy is mounted on deck, and so 
arranged as to be unfastened from the inside of the hull, 
thereby establishing connection by telephone with a rescuing 
crew if found necessary at any time. 

These Austrian submarines are capable of making 12 knots 
as a surface speed, the submerged speed being 8.6 knots. They 
have a radius of action of 60 miles at a speed of 6 knots when 
submerged, the radius of action above water being 1,200 miles, 
at an economic speed of 10 knots. 

Each boat is provided with two torpedo tubes, and carries a 
supply of three 18-inch Whitehead torpedoes. Strong nickel- 
steel plates are used in the framing of the conning tower, 
amidships; these plates being capable of resisting the attack 
of small guns. All of the equipment for controlling the boats 


NEW SUBMARINES FOR THE AUSTRIAN NAVY, DESIGNED TO OBTAIN SEAGOING QUALITIES. 


are several watertight compartments provided, the hull being 
sub-divided by means of bulkheads with the torpedo armament 
in the bow section, the next being occupied by the electric stor- 
age battery room and a compartment for the crew, with galley 
and electric cooking apparatus. The sections amidships con- 
tain the inner ballast tank, while the stearing gear for the two 
pairs of diving rudders is located just below the conning 
tower. The next section is occupied by the engine room, con- 
taining the electric motors and the internal-combustion engine; 
storage battery installation being provided for in the last 
water-tight section. 

The shape of the outside hull is similar to that of an ordi- 
nary torpedo boat, a weather deck extending the entire length 
of the craft, which is utilized by the crew when traveling on 
the surface. Most of the water-ballast pipes are fitted between 
the inside hull and the deck platform, as well as all the kero- 
sene pipes. 

For surface navigation the boat is propelled by two 600- 
horsepower, two-cycle oil engines, while two electric motors 
are provided for propulsion when the boat is submerged, the 
electric motors driving two reversible screws and developing 
320 horsepower. There are two main bilge pumps and one 
auxiliary pump, all operated by electric motors, with two 
hand-operated bilge pumps installed in the engine room with 
the air compressors and other accessories. 

A most interesting feature is the 5-ton safety keel, which 
can be detached simply by the movement of a handle working 
an ordinary gear. In order to prolong the stay under water 
and to reduce the liability of accident to a minimum, a num- 
ber of appliances have been installed for purifying the vitiated 
air. On the outside plating air connections are arranged which 


in action is installed in the conning: tower, including two 
periscopes, the only opening being directly above the conning 
tower. 

There is a conning platform for surface navigation ar- 
ranged aft of the conning tower, the latter being enclosed in a 
structure designed to diminish the resistance when traveling 
under water, and therefore allowing ship-shape lines. It will 
be noted that there is a decided effort to obtain seagoing quali- 
ties in these submersibles. 


MAST AND DERRICK MOUNTINGS. 


LIFT AND PURCHASE BLOCKS FOR 25-TON DERRICKS. 
Fig. 1 shows a treble lift and purchase block for a 25-ton 
derrick. The sheaves are 14 inches in diameter by 2% inches 


LIFT AND PURCHASE BLOCKS 
FOR 25 TON DERRICK 


18) SNATCH BLOCK 


OcTOBER, I909. 


thick. The pin is 2%4 inches in diameter, grooved for oil and 
fitted with a feather at the head to prevent turning. A 5/16- 
inch screw is fitted in the nut to prevent loss. From the cen- 
ter of the sheave pin to the center of the shackle pin is 14% 
inches; from the center of the sheave pin to the center of the 
bolt through the distance piece is 9 inches. 

The head takes a 2-inch shackle, and is 2% inches thick; the 
pin of the shackle is 2% inches in diameter, and is fitted with 
a split forelock pin. The jaw of the block at the crown is 4 
inches broad by 7% inch thick; at the distance piece it is 234 
inches by 5@ inch thick. The checks are 5/16 inch thick; the 
division plates are % inch thick, and the overall width of the 
block is 15 inches. 

In drawing blocks for derrick arrangements, it is advisable 
to make inquiries as to which way the head of the derrick 
looks; one will be with the head as drawn, and the other with 
the head across the block, and two will be fitted with beckets. 

A 13-INCH SNATCH BLOCK. 

Fig. 2 shows the dimensions and details of construction of 

this block. 


HOOPS FOR DERRICK LEAD BLOCKS, LIFTS, ETC. 


Fig. 3 shows a hoop for taking 25-ton derrick purchase 
blocks. It is 7 inches deep, 1% inches thick, and ts shrunk on 


To Suit Diar, 
of Mast 


To Suit Diar, 


of Mast 


Fig.3 


To Suit Diar. 
of Mast 


vl 


HOOP FOR 5 TON AND 10 TON 


DERRICK LIFTS 
Fig.t 
; yk" 
sh TOPMAST HOOP 
6, Fig.9 i, 
d Tene To Suit Diar. r Xin 
Fe Tope | Menace Jaa GLB 2c 
i} 
< 6 
To Suit Diar, 4 
HOOP FOR CARGO SPANS of Mast i \ 
Fig.5 uf 4 
j Fiy.10 
a a 
ays 4"Broad x 1"Thick 1% 


TOPGALLANT HOOP 


TOPPING LIFT EYES ON MAST 
BRACKETS FOR 5 & 10 
TON DERRICKS 


TOPPING LIFT 


Qaq0' . 
EYE PLATES ea): oy 14 
Fig.7 (8) i 1 he 


to the mast; then the holes are carefully bored for rivets. 
Three eyes are shown in this case, 1% inches in diameter to 
take 14-inch links; to these links are shackled the lead blocks 
as detailed. 

A hoop to take 6 derrick topping lifts, 3 on fore side of 
mast and 3 on after side, is shown in Fig. 4. The eyes to take 
5-ton lifts are 1% inches in diameter, with 114-inch links to 
take double-purchase blocks. The eyes to take the 1o-ton der- 
rick lifts are 134 inches and the link is 15g inches in diameter. 


International Marine Engineering 


399 


Care should always be taken with those links, to see that 
shackles of the blocks ship and unship easily. : 

Cargo span hoops are shown in Fig. 5. The hoop is 6 inches 
deep, 1% inches thick, and two snugs are fitted to take the 
shackles of 4-inch S. W. R. stays. The snugs are 4 inches 
deep and 1% inches thick. 

Fig. 6 shows the usual method of fitting topping lift plates 
on mast brackets. The plate is 4 inches broad by 1 inch thick, 
and eyes are worked on each end. The eye for the 5-ton der- 
rick is 114 inches, with 13-inch link. For 1o-ton derricks the 
eye is 134 inches, with link 15 inches. 

When each lift is fitted singly to the mast, the topping lift 
plates are as shown in Fig. 7. The sole of the plate is 6 inches 
broad by 7 inches deep and 7% inch thick; the eye is 114 inches 
in diameter, and the link is 13g inches in diameter. The sole 
is fastened with four I-inch rivets. The proof test of this plate 
would be 28 tons. 

Fig. 8 shows a shroud hoop with 4 snugs. The hoop is 8 
inches deep by 134 inches wide; the snugs are 6 inches deep by 
2 inches thick. The snugs are to take 134-inch shackles, and to 
the shackles are fitted 134-inch links, the links taking double 
31-inch shrouds. On the fore side of the mast are fitted two 
preventer stays. 

A topmast hoop (Fig. 9) is made 4 inches deep, 1 inch 
thick, with 3 snugs, which are 3% inches deep and 1% inches 
thick, arranged to take 1-inch shackles. The stays are 3%- 
inch S. W. R. Fig. 10 shows a topgallant hook, which is 4 
inches deep by 34 inch thick, with 3 snugs 234 inches deep and 
1%4 inches thick, They are arranged to take the 34-inch 
shackles of 21%4-inch S. W. R. The usual hinged spider band, 
with 8 belaying pins, is shown in Fig. 11. It is 4 inches deep 
by 34 inch thick. The detail explains itself. 


A Marine Steam Turbine Reducing Gear. 


Ever since the introduction of the steam turbine for ship 
propulsion numerous efforts have been made to improve the 
efficiency of turbines running at comparatively low speeds, in 
order to accommodate them to the most efficient propeller 
speeds. The result in nearly every case has been a more or 
less unsatisfactory compromise, since the turbine is essentially 
a high-speed engine, and its best efficiency and its lightest 
weight per horsepower developed can only be obtained at 
high speeds. To overcome this difficulty Rear Admiral 
George W. Melville, formerly chief engineer of the United 
States navy, has designed a reducing gear to be interposed 
between the turbine and the propeller shaft, so that the turbine 
can run at a comparativeley high speed, while the propeller 
shaft revolves at relatively low speed. According to the 
American Machinist the gear consists of a floating frame sup- 
porting two spiral gears of different diameters, the smaller of 
which is connected to the turbine shaft and the larger to the 
propeller shaft. An experimental gear of this type has been 
built at the shops of the Westinghouse Machine Company, 
Pittsburg, Pa., under the personal supervision of Admiral 
Melville and John J. Macalpine. It is designed to transmit 
6,000 horsepower. The pinions are of steel, having a tensile 
strength of 90,000 pounds per square inch, and the gears are 
22-inch face and 14 and 7o inches pitch diameter. 

The pinions each have thirty-five teeth and the spur wheels 
176, a hunting cog being introduced to equalize the wear. In 
order to secure comparatively noiseless operation a small pitch 
was necessary; the pitch in this case was made 1% inches, and 
the pitch helices were placed at an angle of 30 degrees with 
the axis of the shaft. One wheel and pinion have right-handed 
and the other pair left-handed helices, in order to eliminate 
end thrust on the shaft. The small pitch, of course, necessi- 
tated the use of broad teeth. 


400 


THE DESIGN OF TURNING ENGINES. 


BY EDWARD M. BRAGG, S. B. 


When engines are being overhauled, or when the valves are 
being set, it is often necessary to turn the crank shaft over. In 
small engines this can be done by means of a bar fitting into 
holes drilled in one of the coupling flanges. In larger engines, 
developing from 500 to 1,000 indicated horsepower, a worm 
and wheel such as is shown in Fig. 1 can be used, and in en- 
gines over 1,000 indicated horsepower it is customary to use 
two worms and two worm wheels connected to a steam engine 
of one or two cylinders (see Fig. 2). Such an arrangement 
gives a large multiplication of power in a small space and 
enables one to use small steam cylinders. 

in Fig. 1 the worm is carried in an eccentric bearing, so that 
by turning the bearing the worm is thrown out of gear and 
the worm wheel is free to revolve with the crank shaft. In 
Fig. 2 the large worm C is attached to the shaft by means of 


LASS 


SIT, 
S y 
N 
 ITIZZTIOZI 


SZ 


Ulpsumniniitys 
ss 


a removable key or pin, or in some other way, so that when it 
is not in use it can be screwed to the upper part of the shaft 
and the worm wheel D will be free to revolve. In some cases 
the shaft of the large worm is not fixed at the lower end, but 
is held by a rod operated by a hand wheel. The shaft has in 
the upper part a Hooke’s joint, which permits the lower part 
of the shaft and the worm to be swung back out of gear. 

In Fig. 2 the small worm A is keyed to the crank shaft of 
the turning engine, and drives the small worm wheel B. Upon 
the same shaft with the latter is the large worm C, engaging 
with the large worm wheel D, which is usually at the aft part 
of the engine, and when convenient is mounted upon the 
coupling between the crank shaft and the thrust shaft. 


WORM WHEELS. 


The turning engine should be of such size as to be able 
to turn the main engine over once in from five to ten minutes. 
The revolutions per minute of the engine are usually between 
200 and 400, so that it will make from 1,000 to 4,000 revolu- 
tions for one turn of the main engine crank shaft. If the 
worm A, Fig. 2, on the turning engine crank shaft is single- 
threaded, the turning engine will have to make as many revo- 
lutions as there are teeth on the small worm wheel B in order 
to revolve it once. The same is true of the large worm C 
driving the large worm wheel D on the main engine crank 
shaft; hence the number of teeth on the two worm wheels 
must be such that 

Nm =r m (1) 
number of teeth on small worm wheel. 
number of teeth on large worm wheel. 
revolutions per minute of turning engine. 
number of minutes required for one revolution 

of the main engine crank shaft. 


> 
= 


3 
Hl 


International Marine Engineering 


OcroBER, 1909. 


There is no fixed relation between the value of 7 m and the 
indicated horsepower of the engine. But, roughly speaking, 
for engines of 1,000 indicated horsepower, y m = 1,000; for 
engines of 3,000 to 5,000 indicated horsepower, r m = 2,000; 
for engines of 8,000 to 10,000 indicated horsepower, ry m = 
3,000. 

In order that the large worm wheel may be removed with- 
out disturbing anything else, it is usual to make it in two 
parts, so the number of teeth on this wheel must be even. The 
diameter of the wheel will be limited by the height of the 
crank shaft above the foundation. It will be placed as close 
to a bearing as possible, and it will be found that the diameter 
of the pitch circle of the wheel cannot be much more than 
1.5 times the stroke of the main engine without making it 
difficult to have access to the holding-down bolts in that 
neighborhood. The diameter will usually be from 1.1 to 1.5 
times the stroke of the main engine. 

For practical reasons it is not advisable to use a pitch of less 
than 1.75 inches upon the small worm wheel, and the pitch is 
usually from 1.75 to 2.25 inches. The pitch used on the large 
worm wheel is usually from 2.25 to 3.5 inches. 

The proportions of the teeth on the worms and wheels 
should be about as follows: 

Length of teeth = .65 pitch. 

Face of teeth = .3 pitch. 

Flank of teeth = .35 pitch. 

Thickness of teeth at pitch circle = .48 pitch. 

Breadth of teeth at root of worm wheels = 2 to 2.5 pitch, 
or such that the are of contact between worm and wheel is 
about 60 degrees. 

Least number of teeth on small worm wheel = 25 to 30. 
When necessary, the thickness of the teeth of the worm wheel 
at the pitch circle can be made more than .48 pitch if the worm 
is made of a stronger material than the wheel. 

The size of the teeth cannot be determined until the power 
which they are to transmit is known. The size of the turning 
engine cylinder, or cylinders, will depend upon the initial 
friction of the engine, the efficiency of the transmission gear, 
and the pressure at which the turning engine takes steam. The 
turning engine takes steam from the auxiliary steam line, and 
its pressure may be anywhere from 50 to 100 pounds per 
square inch. 


FRICTIONAL RESISTANCE TO BE OVERCOME. 


The power which the turning engine delivers to the crank 
shaft must be sufficient to start the engine from a state of 
rest. The frictional resistance to be overcome cannot be taken 
to be the same as the so-called initial friction determined from 
engine trials where the engine is run at as low speeds as pos- 
sible, and the curve of initial friction is continued to the point 
of zero revolutions. It is well known that for most substances 
the coefficient of friction is larger in starting from a state of 
rest than when in motion. The piston speed in these tests 
for initial friction seldom gets below 200 to 250 feet per 
minute. When the turning engine is in operation, however, 
the main engine turns over only once in from five to ten 
minutes. It is probable, also, that the bearings and piston rods 
will not be as well oiled at this time as when the engine is 
under steam, and the friction of the piston rings will be 
greater, as they have not the lubrication that the condensed 
steam on the cylinder walls affords. So the initial friction 
must be multiplied by the ratio that the coefficient of friction 
from a state of rest bears to the coefficient of friction of 
motion, and also by a factor to allow for the worst condition 
of bearings and cylinder walls. 

Experiments made by Professor Thurston show that with a 
cast iron journal in a steel bearing under a pressure of 50 
pounds per square inch, and lubricated with lard oil, the co- 
efficient of rest was .07, while when moving at a speed of 150 
feet per minute the coefficient was .o2. In experiments made 


OCTOBER, 1909. 


International Marine Engineering 


401 


by Mr. Wilfred Lewis, reported in the Proceedings of the 
A. S. M. E., vol. 7, p. 273, the coefficient of friction between 
the teeth of gears was found to vary, as shown in the fol- 
lowing table: 

Velocity of sliding feet per minute— 


315 SAM TO Pi GAS 105 210 
Coefficient of friction— 
095 .088 .074 .050 .038 .026 .020 


When these are plotted, the curve gives the coefficient of 
friction for a velocity of o feet per minute as .108. This makes 
the coefficient of friction at 0 velocity about 4.5 times that at 
150 feet per minute. We seem warranted, then, in assuming 
that the frictional resistance that must be overcome in an 
engine which is barely moving will be about four times as 


EFFICIENCY OF WORM GEARING. 

The efficiency of worm gearing varies considerably, depend- 
ing upon the care taken in its design. Of course, as much care 
need not be taken in the case of gears for a turning engine, 
which is used but seldom, and then only for a few minutes 
at a time, as would be necessary in the case of gears for 
machine tools. Nevertheless, it is well to bear in mind the 
principles upon which good design depends. First, the angle 
of the thread should be as large as possible up to 30 degrees 
or more for worm gearing, where the maximum efficiency is 
obtained. With spiral gears the maximum efficiency occurs at 
an angle of about 45 degrees, but the shafts are not at right 
angles, so there is not as much side thrust upon the spiral 
gears as there would be in the case of a worm and wheel with 


FIG. 2. 


great as the initial friction of the engine at the piston speed at 
which tests are usually made. We will assume, also, that the 
condition of the bearings, bearing surfaces and cylinder walls 
at the time the turning engine is used may be such as to in- 
crease the work of the engine by 50 percent. 

The average initial friction is given by Taylor as being of 
such an amount as to require 2 pounds mean effective pressure 
upon the area of the low-pressure piston to overcome it. 
Blechynden gives from 1.5 to 1.75 pounds mean effective pres- 
sure over the area of all the pistons as the force necessary. 
With the ordinary ratio of cylinder areas this gives from 2.5 
to 2.75 pounds mean effective pressure referred to the low- 
pressure cylinder. The analysis of the Yorktown trial gave 1.6 
pounds mean effective pressure referred to the low-pressure 
cylinder as the amount absorbed by initial friction; in the 
Kearsarge it was 1.95 pounds, and in the Massachusetts 1.5 
pounds, 

All things considered, it would seem wise to assume that the 
mean referred pressure necessary to overcome the initial 
friction will vary from 2 pounds in naval and other lightly- 
built engines, where the parts are small relative to the power 
developed, to 2.5 pounds in the ordinary type of triple engines 
for merchant ships, and up to 3 pounds for six-cylinder quad- 
tuple engines. 


this angle of thread. In order to get these large angles it is 
customary to use double, triple and quadruple threads. Single 
threads are always used in turning gears, so the thread angle 
will not be greater than 9 degrees or 10 degrees, and is more 
often less than 7 degrees. 

Second, the efficiency increases with the velocity at the pitch 
circle of the worm up to a speed of about 250 feet per minute. 

Third, in order to prevent cutting and keep the worm cool, 
the thrust upon the teeth should decrease as the velocity at the 
pitch circle increases. 

Fig. 3 gives the results of experiments made by Mr. Lewis 
for William Sellers Company. These curves seem to be in 
accord with the results obtained from practice (see Worm 
and Spiral Gearing, by F. A. Halsey). These curves show the 
advantage of using large pitch angles. The efficiencies shown 
by Fig. 3 can be obtained if the worm is run in an oil bath, and 
if some care is taken in the design of the thrust bearing for 
the worm. 

Fig. 4 shows the results of tests by Prof. Thurston upon 
three worms. In the one marked “collar,” the thrust was taken 
by the end of the shaft; in the one marked “button,” it was 
taken by the point of a set screw; in the one marked “roller,” 
it was taken by ball bearings. The lower curve represents the 
conditions that one is likely to meet in the case of worms for 


402 International 


_——_ TE 


turning gears, so it would appear that an efficiency of .4 is 
about all that will usually be obtained. The lost work, .6 of 
the total work, will be used up in overcoming friction between 
the teeth, friction in the thrust bearing of the worm, and fric- 
tion in the bearing of the worm wheel due to the force acting 
upon the teeth, at the pitch circle and to the side thrust of the 
worm. We will assume that the loss in each of the above 
places mentioned is .2 of the total power driving the worm. 
In figuring the teeth, then, we shall assume that .6 of the power 
driving the worm passes through them. 

Experiments have been made to determine the relation be- 
tween the speed at the pitch line of the worm and the force 
acting normal to the face of the teeth when cutting begins. 


100 il | } TSE 
| Poecoeee 
(ono | || | | 

| 
| - 


= 
S 
i=) 
An 


Velocity at Pitch Line 


i 
So 


~ 
o 


in Feet per Minute 


2 
o 


a> 
o 


Efficiency of Worm. Percent 


or 
Oo 


| 
| 


5 10 15 20 


Angle of Thread,- Degrees 


FIG. 3. 


Lewis found that with a velocity of sliding of 306 feet per 
minute, a force of 5,558 pounds produced no cutting and no 
change in efficiency. With a speed of 360 feet per minute 
and a force of 4,837 pounds, cutting commenced after running 
six minutes. With a velocity of 400 feet per minute and a 
force of 3,481 pounds, cutting commenced after three minutes. 
The products of these quantities are as follows: 
Velocity of sliding, feet per 
Minute <Geee eee ones 306 360 400 

1,700,748 1,741,320 1,392,400 

The experiments made by C. Bach and E. Roser, republished 
in the American Machinist, July 16 and 23, 1903, show smaller 
values of “force velocity,’ but the curves given show that 
the value of this product increases as the velocity decreases. 

The mechanical efficiency of the turning engine will probably 
be not less than .8, and if the cut-off in the cylinder is about 
-7 of the stroke the mean effective pressure will be about .75 
of the initial pressure absolute. The turning engine takes 
steam from the auxiliary steam line, where the pressure will 
probably not be more than 100 pounds, and very often it will 
be less than that. It is advisable to put in a large enough 
cylinder so that the engine will run with an initial pressure in 
the cylinder of 50 pounds gage, or 65 pounds absolute. The 
stroke of the turning engine is usually from 6 to 8 inches, and 
the diameter also is usually within this range. When the 
conditions are such as to call for more than 8 inches diameter, 
it is advisable to use two cylinders. 

Fig. 3 shows that the efficiency of worm gearing increases 
as the pitch angle becomes larger. In order that the pitch 
angle of the worm may be as large as possible, it is best to 


keep the diameter as small as possible. If the small worm is 


Marine Engineering 


OcToBER, 1909. 


Dfficiency Percent 


—, 
1D) 


20 aa 
50 100 150 200 250 300 350 
Velocity at Pitch Line-Feet per Minute 


FIG. 4. 


cut out of the turning engine crank shaft forging, the diameter 
of its pitch cylinder can be about 2.5 times the pitch of the 
teeth. If it is a separate piece keyed to the shaft, the pitch 
cylinder will have a diameter of about 3 times the pitch of the 
teeth, in order that the thickness of metal below the root of 
the thread may be from .5 to .6 times the pitch of the teeth. 
The length of the worm should be from 3 to 4 times the pitch 
of the teeth. 

If all of our assumptions are correct, we find that the fric- 
tional work to be overcome in one revolution of the engine is 


aw D)? 
= MMB? a XK if KAS KG (2) 
4 
Where D = diameter of low-pressure cylinder of main en- 
gine in inches. 
MEP: = frictional mean effective pressure referred to 


the low-pressure cylinder. 
= 2 for naval and other light engines. 
= 2.5 for engines of merchant ships: 
= 3 for six-cylinder quadruple engines. 
= ratio between coefficients of friction of rest 
and motion = 4. 
S = stroke of main engine in inches. 
= coefficient to allow for worst condition of 
bearings and surfaces = 1.5. 


(To be continued.) 


Combination Reciprocating Engine and Turbine=Driven 
Ships Show High Efficiency. 


The White Star liner Lawrentic, built by Harland & Wolff, 
Belfast, for the Canadian trade, is the second large steamship 
equipped with a combination of reciprocating engines and tur- 
bines for propulsion. She is propelled by three screws, the 
two outboard screws being driven by four-cylinder, triple- 
expansion engines, and the center screw by a single low-pres- 
sure Parsons turbine. Steam is supplied at a pressure of 200 
pounds per square inch, and is passed first through the recip- 
rocating engines, where it is expanded down to a pressure of 
from 14 to 17 pounds per square inch absolute; then it is used 
in the low-pressure turbine, being exhausted finally into the 
condenser, where a very low vacuum is maintained. The pro- 
pelling machinery was designed to develop 10,000 horsepower, 
to give the ship a speed of 15 knots. On the trial trip, how- 
ever, 12,000 horsepower was developed, and a speed of 17% 
knots attained. It is reported that the coal consumption per 
indicated horsepower per hour was 1.1 pounds, and that the 
steam consumption per indicated horsepower per hour was II 
pounds. These results bear out the claims for economy made 
for this system of propulsion by the builders of the New Zea- 
land liner Ofaki. 


OcTOBER, I909. 


DUTCH MARINE SUCTION-GAS PLANTS. 


BY F. MULLER VAN BRAKEL, 


For the small installations to which the use of producer gas 
is limited to-day, it is of the first importance that they can be 
operated with non-professional attendance. The skipper of a 
motor barge, often a man who formerly owned a sailing vessel 
and consequently not at all familiar with engines, should be 
able to manage the whole plant himself. He should remain at 


International Marine Engineering 


um 


403 


are pulled by the suction of the motor through the layers of 
burning coal, There the coal is first burned to carbonic acid, 
but higher up in the producer it is mostly reduced to carbonic 
oxide. The necessary oxygen is furnished by the air and by 
the steam, leaving the hydrogen as a desirable element of the 
gas mixture. The air enters through the regulating cock R; 
the water through the valve v into the water jacket of the ash 
catcher B, where it is heated. The water level in the jacket 
can never be higher than the opening of the overflow g, from 


FIG. 1.—DIAGRAM OF DUTCH 


the rudder when under way, leaving the firing and oiling to 
a boy or a deck hand, and only when in harbor should he have 
to look after the engine, clean it, and keep it in good condition. 
A power plant which works nicely and economically with an 
experienced engineer in charge may be uneconomical for the 
owner of the ship because of the salary of that engineer. On 
the other hand, with non-professional attendance it may give 
no end of trouble and even be less economical. Experiments 
made by technical men are therefore not sufficient in this case, 
however valuable they may be for the operator of a gen- 
erator plant and motor. 

To judge of the advisability of placing a producer-gas in- 
stallation in a small vessel, the experience of non-professional 
skippers is of great, or rather of the first importance. Messrs. 
E. J. Smit & Son, Hoogezand, Groningen, Netherlands, have 
built since 1902 a good many ships with suction-gas plants, 
for different owners, and with many of these they have re- 
mained in touch, for varying reasons. Some owners called 
to have different troubles removed or to be told the unneces- 
sary sources of them; others, when passing on their regular 
trips, to tell of their satisfaction, mentioning the profits made 
and the actual working costs. These, too, occasionally told 
about troubles experienced, which had been removed by skip- 
pers themselves after some seeking and trying, or which disap- 
peared in an unexplained way—as engine troubles sometimes 
do when the engine is handled by inexperienced men. It was 
this information that made it possible to produce an engine 
that could be managed by non-technical men. The construc- 
tion and management, the troubles experienced, the necessary 
room, and the weights of this installation are described in 
the following, while a discussion of the costs as compared 
with steam and oil engines will follow in a later issue. 


DESCRIPTION OF THE PRODUCER-GAS INSTALLATION. 

The principal parts of the producer installation are shown 
in Fig. 1. M is the cast iron producer, which for bigger in- 
stallations is made of 14-inch plate. B is the ash catcher, S 
the scrubber, D the last cleaner, filled with wood shavings. 
Air and steam are introduced under the producer grate e, and 


MARINE SUCTION-GAS PLANTS. 


4 
which the water is seen dripping into the funnel shown in 
dotted lines. This funnel leads to the water vessel /; part of 
the water may be led to the ashpit through cock for wetting 
the ashes or to bring more hydrogen into the gas mixture. 
From the jacket of B the water passes through the small tube 
C (where a cock allows regulation) to the body of cock R. 
Steam that might be formed in the jacket can proceed to R 
through the small tube a. In the body of cock FR a sight-hole 
allows observation of the quantity of water that is seen as 
small jets, corresponding to the intermittent suction-action 


FIG. 2. 


of the motor. In the ring 7 the water is evaporated and passes 
with the air through the down-tube V to the ashpit. 

Thus the principal points to be observed when the engine is 
just started are: 

1. The water dripping from g into the funnel—to be regu- 
lated by the water valve v. 

2. The small water jets seen through the sight hole in air 
cock R—to be regulated by the cock in tube C, and by the air 
cock itself. For diminishing the opening for air means a 
stronger pull exerted on the water. 

3. If steam is seen coming out of g, the cock in tube a 
must be opened, to lead the steam formed in the water jacket 
to the air cock and evaporator ring. 

From the ash catcher the gas passes through a 3-way cock 
H, which leads to the atmosphere or to the scrubber-bottom. 


404 


Fig. 3 shows another arrangement of the piping between ash 
catcher and scrubber, which has advantages. The end of the 
gas pipe dips about 7 inch into the water under the scrubber, 
in this way preventing the gas from return from scrubber to 
producer. The water level under the scrubber is kept constant 
by an overflow leading to the water vessel J. The vertical 


1. 


FIG. 3. 


distance between the water levels in scrubber and water vessel 
should be at least 14 inches. When it is smaller the water in 
the water vessel might be sucked up into the scrubber, thereby 
augmenting the water resistance. The scrubber is filled with 
coke in pieces of about 2% inches by 4 inches; while water is 
constantly dripping through the whole column. 

The last cleaner consists of a plate cylinder with six thin 
circular plates in it, between which the wood shavings are 


FIG. 4. 


The condensation water should be left off every night. 
THE MOTOR. 
The gas mixture on leaving the last cleaner is composed 
as follows: 


kept. 


CO} esc hae Soo a ae ae Ee compencents 
ln anoiodidcnanion cide o.oo 7/7. xenon, 
CORB Uae oe See Oe Een ombeLcents 
CH eee Cee Eee mpencents 
IN Fate ie ASO RCD OH DCLGeILES 


It will not burn without the addition of air. This is added in 
a mixing vessel attached to the motor, in the proportion of 1:1. 

The motor, Fig. 4, is a vertical four-cycle engine, mounted 
on a low under-frame. The A frame is cast in one piece with 
the cylinder, in which a liner is fitted. The legs of the frame 


International Marine Engineering 


OcTOBER, 1909. 


have doors for getting at the crank shaft and connecting rod. 
In the separate cylinder head the inlet and outlet valves are 
mounted vertically, both of them kept shut by springs and 
opened by levers driven by cams on a horizontal cam shaft, 
which makes half the revolutions of the crank shaft. The 
regulator works a throttle valve, regulating the passage for 
the air and gas mixture.* This gives at all speeds well- 
formed diagrams, though differing in size (Fig. 5). 

The ignition is electro-magnetic, details of which are shown 
in Figs. 2 and 6. The spark-drawer, A K B, when at rest, 
touches the end of the pin P, which takes the current from D. 


FIG. 9d. 


The part C, moving downward, takes N with it, thereby push- 
ing the rods to the left, leaving A free, however, because it 
slides in slot G. When C releases N, rod S springs back to 
the right, taking A with it for a very short moment, thus 
breaking the current at B and giving the spark. 

On the forward end of the crank shaft an eccentric is fitted, 
driving a cooling-water pump and a bilge pump, mounted op- 
posite each other. The after end of the crank shaft bears the 
flywheel with the clutch inside. 


STARTING. 


For starting a hand-operated fan is used, placed on the 
tube V at c. It blows the outer air under the grate, through 
the producer, ash catcher and 3-way cock H to the atmosphere. 
The producer is kindled with wood and a few loads of coal, 
which are put into the producer through the lock C. While 


FIG. 6. 


the fan blows the fire the air-and-water cocks remain shut and 
the 3-way cock H leads to the atmosphere. After some ten 
minutes more coal is locked into the producer till it is filled 
to the under side of the funnel T. The fan is kept blowing 
till at last the greater part of the coal is glowing well, then 
two more loads of coal are put on and the 3-way cock turned 
to the motor. Somewhere in the piping between the last 
cleaner and the motor a gas-trying cock is fitted, and here the 
gas is now tried. It should burn with a dull orange flame, that 
is not easily blown out. The motor is started by turning the 
flywheel by hand and then the fan is stopped. The producer 
now only gets air through the body of the fan, but the air-and- 
water cocks are opened as soon as the motor is going well, 
the valve between fan and air pipe V being shut next. After 
some thirty minutes the steam cock in tube a is opened. 

After stopping for some time the motor is started in the 
same way. When the gas is tried it burns with a blue flame, 
showing the presence of hydrogen in the mixture. 


PERIODICAL CLEANINGS. 


The inside of the producer should be cleaned twice a week. 
The grate every two hours. This is done through the bottom 


* Fig. 4 shows an old form of regulator regulating the quantity of 
gas only. 


OcTOBER, I909. 


International Marine Engineering 


405 


door after wetting the ashes and poking through the upper 
door. 

The scrubber coke should be renewed once a year. It may 
then be burned in the producer, mixed up in the anthracite in 
the proportion of 1:4, after being ground to small pieces. 

The wood shavings in the last cleaner must be renewed 
twice yearly, the piping being cleaned at the same time. 


TROUBLES. 


Motors that never give any trouble are to be found only in 
advertisements—in fact, all those motors have that desirable 
quality. In practice, on the contrary, troubles are rather fre- 
quent, as most motor men will know. It should be acknowl- 
edged, however, that most of the troubles are not so much 
the fault of the motor, or its manufacturer, as of the man 
who handles it. Motors that are well beyond the experimental 
stage never need to trouble their owners. But here comes in 
the difference between a sensitive and an easy plant. The 
steam engine is an example of an easy plant. Many things 
may be said against it, but it always goes when the steam valve 
is opened. On the other side stands the suction-gas installa- 
tion as a typical sensitive plant. It is sometimes claimed for 
marine gas plants that: “Any man who can take proper care 
of an internal combustion engine, can, without any difficulty 
whatever, manage the producer-gas plant.” (INTERNATIONAL 
Marine ENGINEERING, Volume XIV, page 313.) This may be 
so, at any rate it will seem so, but it cannot be said of the 
plant described here. There are too many points where some- 
thing may go amiss; and a man to whom the installation is 
new cannot at once master the whole plant. But it can be 
claimed that every man, those who never before handled an 
engine included. can Jearn the management in a short time. 
This has been proved in many instances. During that time, 
however, there will be troubles—with the usual bad temper 


bad regulating or by some water pipe being stopped up; or 
there may be an excess of air, by leaks in the piping or by 
cracks in the stone covering of the producer. Or, when en- 
countering heavy weather at sea, the water vessel ] may be 
emptied by the rolling of the ship, thereby admitting air under 
the scrubber. This can be avoided by a piece of wood floating 
on the water or by a cover over the water vessel. 

3. No Gas while Working.—When there is a good fire the 
lack of gas always originates in too much piping resistance. 
Either the pipe under the scrubber dips too deeply into the 
water, or the wood shavings in the last cleaner are packed too 
stiffly. The first is caused by a rising of the water level under 
the scrubber, for which there may be three causes: 

a. The producer coal bakes, which augments the resistance 
for air and steam. As a consequence there is less pressure 
under the scrubber and the water from the water vessel is 
pushed up by the atmosphere. 

b. The water vessel / is placed too high. 

c. The water level in the water vessel is too high. 

The most common troubles originating in the motor are as 
follows: 

1. Lack of Compression—This is to be tried by turning 
the flywheel by hand and observing the resistance during the 
compression stroke; the causes may be: leaks in the packing 
between the cylinder and cylinder head, leaks of the valves, 
leaks of the piston rings. 

2. Lack of Ignition—This is mostly caused by water en- 
tering the cylinder. Sometimes cooling water is admitted 
through the packing between cylinder and cylinder head. But 
mostly the insulation of pin P (Fig. 6) is disturbed by mois- 
ture, tar or dirt settling on or between the mica rings. 

The ignition can be tried in two ways: by feeling it with 
the finger on P, or by looking at it through a sight hole. 

(To be continued.) 


HARBOR TUG BALTIC. 


and bad names for the maker. They all make themselves 
known by the stopping of the motor. The sources of trouble 
may be divided into two kinds: those originating in the pro- 
ducer plant; those originating in the motor itself. Of the 
former the following are the most common: 

I. Insufficient Gas when Starting —Some hasty skippers only 
fill part of the producer when starting, blow the fire through 
till it gives good gas and then immediately start the motor. 
As a consequence, the motor stops after a few minutes for 
want of gas. The same thing may happen after stopping an 
hour or more. It is then often tried to keep the motor going by 
filling the producer to the funnel, but this has no effect then; 
it is necessary first to clean the grate and then blow the fire 
by means of the fan till it is blowing well again. And only 
then, and not before, the producer may be filled. 

2. Bad Quality of Gas——There may be lack of hydrogen, by 


INDICATOR DIAGRAMS FROM A HARBOR TUG 


BY CHARLES S. LINCH. 


Indicator diagrams taken from single cylinder engines of 
harbor tug boats are very scarce and the writer believes that 
the diagrams shown herewith are the first ever taken from a 
Neafie & Levy tug of this size. The engine is a single-cylinder 
non-condensing vertical engine, having a diameter of 16 inches 
and a stroke of 16 inches. The clearance at the top of the 
cylinder is 11/16 inch and at the bottom 13/16 inch. The lead 
of the main valve at the top is 1/16 inch ahead and ¥% inch 
astern; at the bottom it is 4 inch ahead and 3/16 inch astern. 

Recently the writer was engaged in designing a new pro- 
peller for the tug, and, as a new cylinder was fitted on the 
engine at the same time, it was drilled and tapped for indicator 
pipes in order that accurate data regarding the performance 


International Marine Engineering 


OCTOBER, 1909. 


NEW PROPELLER FITTED ON THE BALTIC, 
of the new propeller could be obtained. It was desired in mak- 
ing the changes to secure a propeller which would be a more 
efficient towing wheel and also a more efficient backing wheel. 
The revolutions were to be reduced from 165 turns when run- 
ning free to not more than 135 when running free at a steam 
pressure of 120 pounds per square-inch gage. When cutting 


C.K. H.E. 
M.E.P.=71.25 lbs M.E.P= 68.43 lbs 
. 


INDICATOR CARD TAKEN WITH 6-INCH CUT-OFF. 


C.E. H.E. 
M.E.P=78.75 Ibs. M.E.P=%5.93 lbs. 


INDICATOR CARD TAKEN WITH 7-INCH CUT-OFF. 


H.E. 
M.E.P.= 80,63 Ibs. 


C.E. : H.E. 
M.E.P= 96.56 lbs 


M.E.P.= 105.93 Ibs, 


INDICATOR CARD TAKEN WITH VALVES AT FULL TRAVEL. 


off at 7 inches, the revolutions at 120 pounds of steam were 
to be about 120. 

When the new propeller was designed, the power was of 
necessity computed, since no indicator diagrams were avail- 
able. After the wheel had been fitted, and the new cylinder 
installed, a series of indicator cards was taken throughout the 
entire range of cut-off. It will be remembered that this type 
of engine is fitted with a Meyer cut-off valve. A set of these 
indicator diagrams at various cut-offs are shown herewith, to- 
gether with given and computed data. These diagrams are 
worthy of close study, and it will be noted that the same char- 
acteristics are apparent throughout the whole range of cut-off. 


GRAPHICAL SOLUTION OF THRUST=BEARING 
PROBLEMS. 


BY GEORGE E. BARRETT. 


The tendency of the engineers of to-day is towards the 
adoption of the graphical solution of standard problems, which 
is dué to the rapidity and accuracy of obtaining the results; ~ 
this is particularly prominent where the formula has more 
than three variables. Generally, standard formulas are so 
written as to require a certain amount of rearranging in order 
to solve for some unknown part, but when once this equation 
has been plotted any one of its variables can easily be deter- 
mined for any particular case. ; 

In Fig. 1 the following variables, horsepower, knots, pres~ 
sure per square inch, number, and outside diameter of the 
thrust bearing of horseshoe bearings and their centers of 
gravity, have been plotted and so arranged as to permit of 
easy solution of any one variable with the others being known 
or assumed. The general formula 


Dig? lel, IP, 
Ac— 
K p N 
was used, in which 
A = area of one horseshoe bearing. 
K = the speed of the ship in knots. 


p the allowable pressure on the bearings per 
square inch of surface. 
N = the number of horseshoe bearings. 


As can be seen, this formula was deduced from Seaton’s 
well-known expression for the mean thrust on the thrust 
bearings, which, if divided by pN will give the area of one 
bearing. 

The range of p from 20 to 60 pounds per square inch in 
increments of 5 pounds should be sufficient for practical cases, 
though finer readings can be easily obtained within I or 2 
pounds. This applies equally as well to the curve for knots 
and inside diameters of the horseshoe bearings. 

The diameter curves were plotted from the following 


formula: 
(ee 
a 


( 2 360 


which can be reduced to the following simpler expression: 


8 IT 
jel (i 
180 2 


Vri7m29e 


A= rr — +7Va—T 


In which 
A = the area of the horseshoe bearing. 
a = the ratio of the outside to the inside diameter 
Y of the bearing. 
© = the angle as shown in Fig. 2. 


407 


s 


ineerin 


Eng 


International Marine 


D= f Jo sontvaA 
6T ST LY OT CT PT ST eT 


0% 


0S 0% OT 00% OBT OBE OL 


*T ‘Dla 


spunog pursnoyy, Ur Isnayy, UBOTT 


T O9F OT OPE O&T OBE OTT OOT 06 08 O02 09 OF OF OF O08 OF 


———— 


Se le 98 ce re ee ee ae 
q) yuRysu 


O 
sats 
arr 


9 SHARIN JO 191099, 


Oe" 


AVAvap Jo 1aquag| 


DAINY APIABID JO 10}UD 


_ aes 


i Z 
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[ 6 OL ATL Fer 
8\G\OK EN ST\ST\ FI SEY OT\2T\ [SIX BIN 08 
$}OUyy Ur 
diyg dy} 40 podsdg 
_| eis 
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Soyouy uy Surrwog SMS qS10H eI | 5 
oq} yo Io}ouI aan oprisul 06 Bi 
IT - 3 S 
| oS 
OT aa 
c B 5 
wis 
8 8 |e 
= 08 4 an 
t 6 |. 
if ce in ral 5 
9 if | [ Tee 
CF NOF Z 
4 SSuUlIvOg Alte iy 5 
a0Yg os10}] 10 {oul exUrEs edippun od: ce = |x 
SABTTOD IC JoquinN Ul OANSSorg SULA AA aq MOTE 09 eas 
i | iSee 4 
vA Lol 
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OOF 00@ 00€ OOF 00g 009 002 008 


youy orvnbg uf surivog soyg osxo HY Yyouy jo vory 


0006 0008 0004 0009 000° OOF 0650S 0006 000T 
OULSUG OY} JO IOMOd-ssa0 FY Poo puy 


0000T 


408 


The center of gravity of the bearings was computed from 
the formula 
r (@ — 1) 
Cc. g. = ——————, 
A 
which was deduced as follows: 


The center of gravity of the sector A O B from the center 


4Rr Rr® 
line X Y is INGA a The 
3 SK auine Al IB go 
moment of the sector about the center line X Y is: 
R10 A IR AL I 
x = == 
180 gi 7 © 6 


90 
The moment of the triangles A D O and B O C about the 
center line X Y equals 


I I 
—— pV Pot < PVE HSi=S—F/ W@W — PD). 
3 3 
The moment of the semi-circular section D E C equals 
I 
—— 7 7 X 4244 7 = .2122 r Tr. 
2 
The center of gravity of the horseshoe bearing will be 
ABO 7 w= ND we APO un SO 
& — 
Area of the shoe 
an (Cra) 7? (FF —= i) 
A A 


This center of gravity formula was further arranged so that 
multipliers, which have been termed 0, of the inside diameter 
of the horseshoe bearing could be easily obtained for the 


different values of a. This can be readily proved if desired 
by assuming fixed values of a in the area and center of gravity 
formulas, which will reduce the center of gravity formula to 
the simple expression bd, b being a constant for all bearings 
having the assumed value of a for the ratio of the inside to 
the outside diameter. 

The curves in Fig. rt have been plotted so that the mean 
thrust for any horsepower up to 10,000 and knots from 8 to 22 
can be read; also the area of each bearing and the total area 
of all the bearings can be obtained. 

The following examples will be used to explain the practical 
uses of the curves. What should be the outside diameter of 
the horseshoe bearings for the following conditions? Indi- 
cated horsepower, 5,000; knots, 16; allowable pressure per 


International Marine Engineering 


OCTOBER, 1909. 


square inch, 35 pounds; 10 collars; inside diameter of the 
horseshoe bearings, 17 inches. Enter the scale for the horse- 
power at 5,000, and run horizontally over to the curve marked 
17 for the speed in knots, then vertically upward to the curve of 
pressures marked 35, and over horizontally to the number of 
bearings curve marked 10, down vertically to the inside diam- 
eter curve marked 17, then over horizontally to the a scale. 
Answer, 17 X 1.47 = 25 inches diameter. The center of 
gravity of this bearing will be 17 * .228 = 3.88 inches above 
the center line. The mean thrust is 64,000 pounds and the area 
of each horseshoe bearing is 185 square inches. 

How many collars should a thrust shaft have for the follow- 
ing conditions? Two thousand five hundred horsepower; 14 
knots; about 30 pounds working pressure; inside diameter of 
the horseshoe bearing 15 inches; a = 1.65. Enter the scale 
for the horsepower and continue as explained above until the 
curve for the number of collars is reached. Enter the @ 
scale at 1.65, and run over horizontally to the diameter curve 
marked 15, then up until the line from the pressure curve is 
intersected, which locates a point that falls on the curve for 
6 collars. The center of gravity of this bearing will be 15 < 
.22 = 3.3 inches; above the center line, say, 3 5/16 inches. 

What is the area of a horseshoe bearing that has an inside 
diameter 16 inches and an outside diameter 24% inches? 

2414 


C= 

=1.52. Enter the a scale at 1.52, then over horizontally 
16 

to the 16-inch diameter curve and up vertically to the area 

scale. Answer, 185 square inches. 


A REMARKABLE SALVAGE JOB. 


On May 13 the barge §. O. Co. No. 91, loaded with a full 
load of fuel oil, in tow of steamship Maverick, struck the bar 
at the mouth of the Columbia River. A heavy surf was 
running at the time, which broke the forward port sea chest 
and also the oil suction between the port oil pump and tanks, 
allowing both sea water and oil to run into the pump room, 


F1G. 1.—LOOKING AFT ON THE WRECKED BARGE 


OcTOBER, 1909. 


International Marine Engineering 


409 


FIG. 2.—BARGE BEFORE PUMPING OUT THE OIL AND WATER. 


filling this large compartment and causing the barge to sink 
forward and roll over on her port side in about 50 feet of 
water. The barge was 256 feet long with a beam of 42 feet 
and a depth of 25 feet. 

The general opinion was that she could not be saved, but 
salvage operations were undertaken by Mr..D. E. Ford, marine 
superintendent of the Standard Oil Company. As there was 
from 6 to 8 feet of water over the side of the barge at low 
tide, it was necessary to build a cofferdam of sufficient size to 
allow a man with a pneumatic hammer to cut holes in the side 
of the barge in order to fit 6-inch suctions for pumping out 
the cargo in the starboard compartments. After this work was 
completed, and the pumps connected up and sufficient oil 
pumped out, the barge was moved in towards the beach, where 
there was about 30 feet of water at low tide. 

After the barge was hauled in towards the beach a 12-inch 
centrifugal pump was fitted in the pump room, and when the 
water and oil were lowered sufficiently in this space temporary 
connections were made with the cargo pumps, and the oil in 


the port compartments was pumped into lighters and tank 
steamers, enabling the righting of the barge to an angle of 
about 30 degrees, and also permitting the placing of a lighter 
on the port side of the barge with suction pipes into the port 
tanks, in order to pump out the balance of the cargo. 

Two tripods, one forward and one aft, built of heavy chan- 
nels and I-beams, were rigged on the starboard side of the 
barge, and by means of r1oo-ton tackles the barge was righted 
on an even keel as the oil was being pumped out of the port 
tanks. 

One of the great difficulties experienced in salving the barge 
was the fact that the wreckers had to contend with a heavy 
freshet in the river, which was. constantly cutting the sand out 
from under the barge and allowing her to settle deeper in the 
sand at the rate of about 1 foot per day. Although the work 
of salving the barge was planned and carried out by Mr. Ford, 
a great deal of credit for the success of the undertaking is due 
to Capt. Bunting and Mr. Hague, both connected with the 
Standard Oil Company, San Francisco, Cal. 


FIG. 3.—BARGE PARTIALLY RIGHTED. 


410 


International Marine Engineering 


OCTOBER, 1909. 


PRACTICAL LETTERS FROM MARINE ENGINEERS.* 


Experiences Relating to the Design, Care and Handling of Marine Engines, Boilers and 
Auxiliaries; Breakdowns at Sea and Repaits. 


A Critical Forty Minutes. 


The experiences of a sea-going engineer very often include 
times of sudden stress in which every effort of concentrated 
resource must be exercised in order to advert disaster. An 
instance of this occurred some time ago in a steamer bound 
from Galveston to Havre with a large cargo of cotton. The 
ship was caught in a heavy gale with a high following sea, 
and those engineers who have experienced a westerly gale will 
hardly need to be told that a boat under such conditions will 
run along smoothly and steadily until an unusually large 


Lignum Vitae I 
Horizontal Plank to Wedges 
¥ Bunker Side 


——=T—2 


A-Fracture 


SKETCH SHOWING FRACTURES IN MAIN BEARING CAPS AND METHOD OF 
HOLDING THEM IN PLACE. 


roller comes along. The boat gets caught on the crest of 
this wave, and the result is a swept deck or something con- 
siderably more serious. 

Although careful attention was observed, as the propeller 
lifted out of water the engines raced heavily before being 
throttled by the main valve. Asa result, in one heavy race the 
engine carried away three main bearing caps, the fracture 
extending right through the center of the oil boxes, as indi- 
cated in the sketch. 

Under the circumstances there was no time for confusion 
or any attempt to take various opinions as to the best course 
to adopt. Repairs were effected immediately in the following 
manner: 

The first step was to knock off the oil boxes flush with the 
top with a 28-pound hammer. A heavy plank was then fitted 
to each cap, reaching up to the cylinder bottoms. Over the 
top end of the plank was tacked a piece of asbestos cloth, in 
order to protect that end from the heat of the cylinder as 
much as possible, and in order to press the bearings down 
firmly wedges were made and driven in under the lower end 
of the plank and on the top surface of the oil box, as shown 
in Fig. B. These wedges were made of some old lignum 
vitee strips which had been preserved from the last time that 
the stern bush of the vessel had been lined up. These strips 
were made up into long, thin wedges, which were practically 
as hard as steel itself. By this means the planks were wedged 
up firmly and solidly, and enabled the ship to get away, to the 
great relief of everybody on board. She had lain in the trough 
of the sea for forty minutes, and lost everything moveable 
from ‘her decks. 

When the engines were got under way again a horizontal 


" * These letters are contributed by our readers and paid for at our 
regular rates. 


plank was fitted between the projecting portions of the oil 
box which was left and the bunker side, as shown in Fig. A, 
in order to relieve as much as possible the twisting strain on 
the shaft. The engine was run for a few hours at reduced 
speed, but after careful watching it was found that the bear- 
ings stood all the work which could be put on them, so the 
engine was pushed up to full speed, and the boat arrived safely 
at Havre. The surveyor there pronounced the engine per- 
fectly safe to proceed to the Bristol Channel, which was ex- 
cellent testimony to the efficiency of this hastily rigged-up 
repair. 

Other caps were subsequently obtained from the builders 
of the engine, who said that in their experience of forty years 
of commercial life they had never known such an accident to 
happen before, and, so far as the writer is aware, no similar 
breakdown has occurred before. It is therefore interesting 
as showing the very high factor of safety which must be used 
in the design of such bearing caps, on account of the sudden 
severe stresses which may be thrown upon them, producing the 
effect of a heavy blow. At the time of the accident, however, 
the writer’s interest was not centered in the theoretical con- 
siderations involved, as his life was never in greater danger 
than on that occasion. Anson C. STOKES. 


Repairing a Broken Thrust Shaft. 


In repairing a thrust shaft which broke in between two col- 
lars of the thrust bearing, two of the thrust shoes were first 
removed, and four holes were drilled through the collars by 
means of a hand ratchet. Through these holes four 34-inch 
bolts were fitted, and the shaft was drawn together at the 
fracture. Fortunately, the fracture was diagonal, so that to 


LOCATION OF BOLTS IN BROKEN THRUST SHAFT. 


some extent the two halves keyed into one another, assisting 
the bolts in transmitting the stress. For this reason the 34-inch 
bolts, which were the largest size which could be found on 
board, although very slight indeed for this purpose, were not 
over stressed, and the repair held out satisfactorily for the 
homeward run of about 100 miles at reduced speed. 

FRED CurTISS. 


Broken Air=Pump Links. 


This fracture is seldom met with in practice by the average 
marine engineer, consequently few would be apt to know the 
most logical way to effect repairs that are thoroughly service- 
able in every respect. A few years ago such an accident hap- 
pened on board one of the United States navy colliers, which 
was originally an English tramp steamer of about 7,000 tons 
displacement and equipped with the English type of engines. 
The air, feed and bilge pumps were all connected to the air- 
pump cross-head, and commonly actuated by the low-pressure 
engine. 

The ship came to anchor for a few hours at Punta Arenas, 


OcTOBER, 1909. 


International Marine Engineering 


AII 


Strait of Magellan, en route to San Diego, Cal., consequently 
the entire engine crew were busy packing leaky rods, placing 
liners under eccentric rods, examining the air-pump valves, 
etc. It was found necessary to insert a few tin liners in back 
of the tail-rod guide brasses in order to line it out, as the rod 
had worn the brasses to such an extent that it had considerable 
play. As the tail rod was screwed onto the threads of the air- 
pump rod, which projected through the cross-head, it was 
essential to block up the bucket before the tail rod was un- 
screwed. After filing and fitting the brasses and lining out 
the rod, resulting in a good job, orders were given to clear all 
“sear,” etc., away and have everything ready to start. 

In the haste which ensued a block of wood was left in the 
air pump, and as soon as the engine made its first “turn-over” 
revolution the links bent over and all four snapped off. This, 
of course, necessitated a further delay of about four hours; 
nevertheless, very substantial repairs had to be made. Having 


Lengths cut from 
Slice Bars 


/ 


Bushing made from 
1}4” pipe 


Finished Job —, 


1x" Holes in Brasses 
14" Washers 


AIR-PUMP LINKS MADE FROM SLICE BARS. 


no spare steel bars available for the purpose slice bars had to 
be cut instead. The broken links were disconnected and 
measured, and four lengths were cut from the slice bars 3 
inches longer to allow for washers, etc., as will be explained 
later. As the diameter of each slice bar was only 1% inches, 
and that of the broken links 134 inches, with threaded ends of 
the same diameter, it was necessary to cut eight pieces of 
14-inch pipe, splitting them on one side to fit over the threaded 
ends and take up the space between the 134-inch holes and 
new 14-inch rods in all the brasses, as shown in the sketch. 
After these were roughly filed, allowing no slack when on the 
rod and in the brasses, threads were cut on all ends to a 
distance of about 9 inches. 

To take the place of the collars on all the rods, a 1%4-inch 
nut was run down on the thread and three 1!4-inch iron 
washers were placed on top, then the brasses were shoved on, 
and secured together by three more washers and another 114- 
inch nut on each end, as will be seen in the sketch. 

This repair job proved very serviceable with the engine 
running at full speed, and was still in good order at the end 
of two months, when new rods were made in the shop. 

J. W. EF. 


Method of Closing a Large Sea Valve in an Emergency. 


We arrived in an English port one night and went below 
the coal tips to fill up our coal bunkers for a long voyage. The 
next morning the chief engineer told one of the apprentices to 
see that the main injection valve on the ship’s side (for the 
port engine) was properly shut, and then to slacken off all the 


nuts on the main condenser doors and take off the doors pre- 
liminary to testing the condenser for any leaky tubes. The 
first engineer thought he had fully explained the job, and that 
the apprentice clearly: understood what was to be done, so he 
went into the boiler room to look after the main boilers, which 
had been opened up for cleaning, leaving the apprentice to 
carry out the work on the condenser. 

In a few minutes we heard a great rush of water in the 
engine room, and immediately discovered that the apprentice 
had taken off all the nuts on the main injection valve cover, 
and that the valve, spindle and cover had been lifted out of 
place,"allowing the sea water to flow into the ship through the 
full 12-inch opening. 

We promptly started all the pumps and called the first engi- 
neer, but none of our attempts to plug up the hole was suc- 
cessful. By this time we were up to our knees in water in the 
stoke-hole, where the donkey boiler was located, and in a few 
minutes the water would be up to the furnaces. It 
necessary to act and to act quickly. 

The first officer secured a large piece of awning canvas, and 
attached a weight to each corner of one end, just heavy enough 
to sink it. Ropes were attached to the two opposite corners 
and fastened on deck. The weighted end of the canvas was 
then dropped over the ship’s side in way of the main injection 
valve. The inrush of water through the valve hole quickly 


Was 


Rope 


4 Water Level 


Canvas 


A BROKEN SEA VALVE EFFECTIVELY CLOSED BY A PIECE OF 
WEIGHTED CANVAS. 


drew the canvas over the hole and completely stopped the in- 
rush of water to the engine room. We then straightened the 
valve spindle, which had been forced up against an overhead 
iron beam on the ship’s side, and replaced the valve, putting 
everything back in proper shape. We considered that we were 
very lucky in that no damage was done by the water either in 
the stoke-hole or in the engine room. If the ship had been deep 
in the water with a full cargo it would not have been so easy 
to fit on the outside canvas. 

It seems to me that the first officer deserved great credit for 
the quick manner in which he decided to try and help his ship- 
mates out of a bad position, and his ingenuity only shows what 
can be done on board ship when mates and engineers pull 
together for their employer’s benefit. 

Some time ago a steamer was sunk in Hong Kong harbor 
from very nearly the same cause, a mistake having been made 
by a junior engineer. Donatp McCott. 

Shanghai, China. 


412 


International Marine Engineering 


OCTOBER, 1909. 


a 


Machining a Stern Tube. 

Stern tubes are usually made of cast iron, the construction 
being as shown in Fig. 1. Such a tube is machined as indi- 
cated by the finish marks on the sketch. The first step is to 
fit bridge center pieces at each end, as shown in Fig. 4. 
Previous to this, however, the casting should be checked over 
for size. In placing the tube in the lathe, the flanged end 
should be placed next the chuck or face plate. The chuck is 
the handiest for this operation, as it affords a solid drive and 
supports the weight of the tube during the boring-out 
operations. 

The first operation is to rough-turn the end which goes 
through the sternpost, and then the small bearing surface next 


Fic. 1. 


the flange at the stuffing-box end; this part fits into the bulk- 
head. As it is easier to turn the tube to a given size than to 
bore out the sternpost and bulkhead to gage sizes, these holes 
are sometimes bored out as closely as possible to drawing size, 
then gages are made to which the tube is turned. 

The distances between the sternpost and the bulkhead are 
also measured, and the tube machined to suit. This length 
measurement need not necessarily be very exact, as the flange 
is not bolted directly to the bulkhead, packing pieces of hard- 
wood being placed between the flange face and the bulkhead. 
The thickness of these pieces may vary from % to 1% or 2 
inches. 

The exact length and diameter being obtained, the tube is 
finished to size and length. At this setting, the inside face of 


the flange should also be machined. As the tube is left one or 
two inches long to allew for any variation from drawing sizes 
between the sternpost and the bulkhead, there is often some 
metal to be taken off at the sternpost end. After the shoulders 
have been finished to length, this part should be roughed down 
to clear the nut for the end of the tube; threading the tube to 
fit this nut being the next operation. 

This nut is shown in Fig. 2. It is simply a round iron ring 
threaded internally, four holes being bored, as shown, for 
tightening and unscrewing. The spanner for this nut is 
shown in Fig. 6; the pin which fits into the holes being simply 
a piece of mild steel of suitable diameter, which need not be 
fastened into the spanner in any way. 

After fitting on the nut, the next step 1s to bore out the 
tube for the brass liner shown in Fig. 5. Still keeping the tube 
on the lathe centers, the steady rest (Fig. 3) should be fitted. 
This is simply two hardwood blocks—beechwood being 
very suitable—fitted into a cast iron support. After fitting the 
blocks to the tube and screwing up the bolts, the lathe center 
should be slacked back a short distance and the lathe run for 


a short time to see if the tube sinks down into the rest. Grease 


FIG, 5. 


or tallow should be used to lubricate the wood blocks. The 
surplus metal should now be cut off, and the tube finished 
to length. 

The inside is now bored out to gage size, a suitable boring 
bar carrying a double-ended cutter being used for the smaller 
sizes, while for the larger ones a suitable head carrying four 
tools may be used. This completes the turning operations on 
this end. 

The tube is now reversed in the lathe. As the bearing strip 
at-the flanged end is larger in diameter than the part which 
fits into the sternpost, new bearing blocks must be fitted, the 
tube being supported on the bridge center. After fitting the 
rest, and still keeping the bridge center, the outside edge may 
be turned and the flange faced up to the proper thickness. The 


FIG.42- 


bridge piece is now remoyed and the tube bored out to gage 


size for the stuffing box and neck ring. This completes the 


turning operations on the tube. 

The neck ring and gland are now machined to size, but as 
they are simple turning operations, no description is necessary. 
The neck ring is made of brass; the gland of cast iron and 
bushed with brass. 

In turning the liner which fits into the outer end of the 
tube, the outside diameter is made a nice driving fit for the 
tube, the bore is machined to drawing size, and need not be 
very exact, as lignum vite strips are fitted into it for the 
shaft-bearing, this wood being very suitable for journals 
under water. To facilitate fitting in the wood, a small brass 


strip is pinned lengthwise along the bore of the liner, being 


FIG. 6. 


less in thickness than the finished size of the wood. As it is 
kept toward the top of the tube, it forms a channel for lubri- 
cating the bearing. 

The liner is again placed in the lathe and the wood bored 
out to fit the liners on the tail shaft. It should not be made 
too nice a fit, because if the tube should be lying outside in 
the wet some time before fitting the shaft and tube into place 
in the ship, the wood may swell enough to cause considerable 
trouble. Before being driven in, the liner is coated with thin 
red lead. Holes are drilled and tapped into the sterntube, 
through the flange of the liner, and pins fitted in to keep the 
liner in place. Drilling, tapping and fitting in the studs for the 
gland, and also the pop on the tube (not shown) for the lubri- 


cating arrangement, complete the niachine work. W. Burns. 


A Unique Experience. 


The steamers Grand and Rapids had a unique experience 
about the first of May, when an attempt was made to take 
them through the locks at Kaukauna, Wis. After the gates 


OCTOBER, 1909. 


were opened the boats were drawn partly into the lock by 
suction, but there it was found that the breadth of the beam 
and width of the lock were approximately the same, each 
being about 35 feet. The ships stuck to the side of the locks 
and would not move. After investigating, Captain J. F. 
Cavanaugh decided to grease the sides of the ships. The 
grease was applied and the boats passed through. 


Trouble with the Main Steam Pipe. 

The steam-pipe system on board a boat is perhaps one of the 
most important features of its equipment, and yet one which is 
liable to the least amount of inspection and, it would appear, 
the greatest defects in design. It is an extremely difficult 
thing, owing to the small amount of space available for the 
purpose, to adequately arrange the piping so that it shall be 
properly trapped at every point, and so that adequate precau- 
tions are taken to ensure absence of undue strain due to ex- 
pansion and contraction. Moreover, in spite of regulations as 
to safety, it sometimes occurs that either by accident or for 
cheapness material is put in which is not quite up to the 
standard, and even, if in the first place, the workmanship and 
material are quite good, the boat is sometimes run past the 
limit of safety in point of time without adequate overhauling 
and inspection. 

These remarks may apply to some extent to an accident 
which occurred to the main steam pipe on board a boat known 
to the writer. This pipe was made of copper and had no ex- 
pansion joint. There were, however, two bends in it, in order 
to allow a section of the pipe to run at a lower level, and 
these two bends were considered sufficient to allow for ex- 
pansion. On one voyage, however, the steam pipe opened on 
its longitudinal seam at one bend, and a little further along the 
length the pipe had cracked opposite to the seam at the other 
bend. The trouble was first detected by the discovery of a 
hissing sound from the top of the boilers, and as the pressure 
was at the time right up to its full working point, or at 160 
pounds per square inch, an examination was made from a safe 
distance. Steam was seen issuing from the defects in such 
a large volume that it was easily seen that the size of the 
fracture was considerable. For this reason the fires were at 
once checked, and the engines opened out to their fullest 
possible extent. At the same time extra water was pumped 
into the boilers and the feed heaters were shut off. These 
operations were all done as nearly as possible at the same time 
immediately after the discovery of the trouble, all the engi- 
neers hastening to minimize the trouble. As soon as the 
pressure was lowered sufficiently, that is to say, to about 125 
pounds, the main stop valves were closed, thus cutting off the 
escape of steam from the fracture. As the way to the main 
stop valves lay over the defective pipe the reason for lowering 
the pressure is obvious. 

After steam was shut off a careful examination at close 
quarters was made and two cracks were discovered, one 
about 3 inches long and the other about 5 inches. In order to 
repair these a Muntz metal patch was cut out and bent to 
fit the pipe at each of the fractures. This patch was made of 
I 1/16-inch stuff, about 3 inches wide, and long enough to lap 
over the ends of the cracks. Clamps were then made of strap 
iron, % inch by 1% inches, and bent so as to clamp round the 
pipe. By means of these the patches were yery strongly se- 
cured to the faulty pipe. Three clamps were used for the 
smaller crack and four for the larger one. Each patch was 
put on the pipe over a joint made of rubber jointing, and the 
whole collection was then tightened up by means of the clamps. 
After this iron-seizing wire was wound over the entire length 
of both the patches, and also for a good distance beyond the 
ends, in order to strengthen the pipe and prevent the cracks 


International Marine Engineering 


413 


from extending. Steam was then admitted carefully to the 
repaired pipe, and it was found that a satisfactory repair had 
been executed, no further trouble being encountered. This 
may be considered as a fairly quick repair job, as the ship was: 
stopped only for a matter of two hours, and on restarting 
everything was found quite right. 

After a run of about twelve days, on arrival of the boat at 
port, the pipe was condemned and a new one fitted. After 
removal from position the condemned pipe was found to have 
deteriorated considerably, as some pitting was discovered on 
the interior. Moreover, the metal was very brittle. This 
defect is a somewhat common cause of trouble in copper pipe 
which is exposed to high temperatures and alternate compres- 
sion and expansion, due to changes of temperature, which 
should make engineers somewhat careful as to its use without 
periodical inspection. CuHAs. P. STARKWEATHER. 


Trouble with Frozen Pipes. 


One source of worry which the engineer of a ship trading 
in cold climates will find is the disastrous effect of frost in 
bursting pipes containing water. No matter how careful he 
may be in seeing that all pipes and vessels are systematically 
drained, he is liable to be caught now and again, and a con- 
siderable amount of trouble may be caused. One of the most 
frequent locations of trouble of this nature is in the tank- 
filling pipes along the tunnel. These, if not properly attended 
to and drained, are almost.sure to contain water. Moreover, 
if the ship is by the head or stern, and the aftermost tank valve 
is shut down, water will be lodged in the pipe. 

The best plan in order to make sure of things in frosty 
weather is to break a joint in the pipe. As a rule, there is a 
section of pipe in such a system about 4 or 5 feet long, which 


PIPE ON BLOCKS 


PIPE WITH CLAMPS IN CEMENT 


is made of cast iron, and this is usually the member that is 
found in from ten to twenty pieces when a thaw comes. As 
it often occurs that the ship is making for a port where a new 
pipe would cost a good deal of money, and as, moreover, the 
captain may be in a hurry to run up the tanks, it is useful 
to bear in mind the following hint for repairing such a pipe, 
no matter how many pieces it may have been broken into: 

These pieces should be brought into the engine room and 
carefully placed on suitable chocks of wood, fitting in the 
pieces until the pipe is complete. When this is done clips 
or bands should he made, in order to hold the pipe together, 
so that it can be lifted in one piece. This requires in some 
cases considerable ingenuity, and, of course, it will not be 
air-tight. When, however, it is in this position it can be taken 
back along the tunnel and rejointed in the usual way. After 
this a rough box or trough is made, taking in the full length 
of the broken pipe and covering all the fractures. This must 
then be filled in with Portland cement, and it will be found 
that after this has set the pipe will be perfectly tight and 
capable of doing the work that is required of it. 

J. M. SpreEpDWELL. 


414 


International Marine Engineering 


OcTOBER, 1909. 


Repairing the Crank Shaft of a Triple Expansion 
Engine. 


The mishap occurred in a large tramp steamer, on a voyage 
from Argentine to the Continent. The intermediate-pressure 
crank twisted round on the after portion of the shaft, finally 
leaving it and stopping near the bottom center, at about 120 
degrees from its proper position. 

The valve casings were arranged at the forward ends of 
each cylinder, and the shaft consisted of three cranks, all 
exactly alike in every respect; a very fortunate arrangement, 
as it turned out. The three were fixed at the usual angle, 120 
degrees apart, each crank shaft carrying its own eccentric. 

Each crank shaft consisted of five pieces: crank pin, two 
webs and two short pieces of shafting, with coupling ends. 
The different pieces were shrunk together in the usual way, 
and were further secured by 14-inch diameter dowel pins, 
fitted half in the webs and half in the shaft. In passing, the 
writer would suggest that these pins should be frequently 
examined, as he has met with several cases where they have 
worked slack. 

The after web of the intermediate-pressure crank shaft had 
been imperfectly fitted, and in service the dowel pin had 
loosened, until it finally dropped out, being subsequently found 
in the crank pit. At the time of the accident the engines were 
running freely, and there was no reason to suspect trouble. 
Then, without any warning, the engine made a few spasmodic 
jerks, and then stopped, with the cranks in the position men- 
tioned above, the low-pressure crank in its usual position and 
the intermediate-pressure and high-pressure 120 degrees away. 
‘Steam was roaring through the low-pressure relief valves. 

It was some little time before the relative position of the 
cranks was noticed, as on the first preliminary examination 
everything appeared to be in its proper place. Then the best 
part of a day was taken up in attempts to move ’the low- 
pressure crank round to the others, by the aid of turning gear, 
screw-jacks, etc., but without success. If this could have 
been done it was intended to drill several holes and fit dowel 
pins in them to hold the cranks together. 

Finally it was decided to remove the defective intermediate- 
pressure shaft, and replace it with the high-pressure shaft, 
which, it will be remembered, was the same size in every re- 
spect. This was done, fresh keyways being cut and the eccen- 
trics fitted on the new shaft to meet the new conditions of 
the valve gear. The high-pressure valye was taken out, and 
steam allowed to flow through the exhaust port to the inter- 
mediate-pressure casing. The high-pressure valve spindle was 
lashed and left in the gland, and the gland tightened to pre- 
vent leakage. As the high-pressure connecting rod, valve 
gear, eccentrics, etc., were removed when the engine was 
stripped to change shafts, the high-pressure piston was low- 
ered to the bottom of the cylinder, and the piston gland tight- 
ened up. 

The trouble occurred at 7 A. M. one morning, and the re- 
pairs were completed by 5 P. M. the next day, or after thirty- 
four hours’ continuous work. The arrangement answered 
very well, and the job was a very creditable one. The engi- 
neers were assisted the whole time by the deck hands, who 
tackled and handled the gear as it was disconnected. 

There was a spare length of crank between decks, but it 
If it could 
have been used there would have been a good deal of trouble, 
and it would have taken up a lot of time rigging gear to strike 
it down into the engine room. 


could not be got at, as there was a grain cargo. 


On restarting, the boiler pressure was reduced from the 
original 180 pounds to 100 pounds, but it was found more 
economical and to give easier steaming to regulate the throttle 
valve, so as to obtain about 65 pounds in the intermediate- 


pressure valve casing and 15 pounds in the low-pressure. 
The revolutions were reduced by 6 and the coal by 2 tons. 

On arrival at the Continental port it was decided to leave 
the engine as it was till the vessel’s arrival in England, where 
the faulty shaft was replaced. 


Repairs to Sea Cocks, Etc. 


Engineers on board ship have frequently to execute repairs 
by means of expedients which would not be thought of on 
shore, and they are handicapped by the fact that they do not 
always have a proper equipment of spare parts and workshop 
tools. One of the most common troubles is the leakage to be 
found in steam or water cocks, the plugs of which are very 
apt to corrode. This makes it impossible to keep them con- 
tinually tight, and if frequent grinding is resorted to a con- 
siderable amount of metal would be worn away from the box, 
depreciating its life considerably. 

A very good plan of executing a repair of this nature, if the’ 
ship is running in a trade where shore repairs are expensive, 
is as follows (it applies to sea cocks of all descriptions, no 
matter what the size of the plug may be): After withdrawing 
the plug from the cock, it should first be cleaned free of all 
grease and foreign matter, and then tinned all over with 
solder in the usual way. The next step is to cut out a paper 


TEMPLATE 
MUNTZ METAL, TINNED 
INSIDE 


SOLDER TO BE APPLIED 
HERE WHILE HEAT 
IS ON 


POST TO BE CUT OUT 


template to go round the plug, and making a butt-joint on a 
portion of the cock away from the ports; the shape of this 
template would be as shown in Fig. 1. A sheet of Muntz 
metal, 1/32 inch thick, is then cut to suit the template, and 
then bent round the plug and fixed to it by means of copper 
wire so as to fit accurately, and also to close together on*the 
butting surface. When this is done the whole plug is brought 
to a heat sufficient to melt the solder, and at the same time 
sufficient solder is run round the neck of the plug to sweat the 
sleeve. When the plug is cooled again, it only remains to cut 
out the ports from the sleeve and file off any humps that may 
be found, and then to grind the cock in its place in the box. 
In this way the abrasion of metal which occurs from repeated 
grinding, and which would eventually make the cock too 
small for the box, is virtually added on to the cock, giving the 
gear a fresh start. In order to bring the plug to a good heat 
sufficient to melt the solder, either a paraffin blow lamp may be 
used or else a large nut heated to a blood-red temperature may 
be placed over the plug. Alternatively, the fire-bar tongs 
heated up will serve the same purpose. GrorGE HAtsey. 


OcroBER, 1900. 


International Marine Engineering 


45 


i aS 


Fractures in Propeller Shafts. 


A very serious accident which might easily cripple a boat 
while at sea is the fracture of the shaft which passes through 
the tunnel to the propeller. It very much depends upon the 
nature of the fracture as to the course which should appro- 
priately be adopted, and the repair would be very much com- 
plicated if the shaft were bent. If, however, it is a clean 
fracture without bending it can be repaired as follows: 

The ends of the fracture should be brought firmly together, 
and then a hole about 14 inches in diameter should be drilled 
clean through the center of the break. A pin should then be 
made to fit into the hole, and this really forms a key between 
one part of the fractured shaft and the other when it is set 
turning again. The ends.,of this pin should be kept flush 
with the surface of the shaft over the break. Some bars of 
iron, 24%4 or 3 inches thick, should’ then be obtained and cut to 
length of about 12 or 14 inches. It is advisable to cut key- 
ways parallel with the axis of the shaft, passing from one- 
half of the break to the other in. order to hold these bars, as 


Clamp over Center 
not shown 


FIG. I 


FIG. 2 


FIG. 3 


VARIOUS METHODS OF TEMPORARILY REPAIRING A FRACTURED 
PROPELLER SHAFT. 


shown in Fig. 1. The keyways should be about % inch deep, 
and one of the bars should lie over each end of the pin, so as 
to keep it in position. Over each end of the series of bars thus 
placed round the shaft strong iron clamps should be bolted, as 
shown, or, if this is not possible, the bars should be pinned 
onto the shaft by drilling tapping holes into the shaft, and 
putting screwed pins through the bars and into the solid metal 


of the shaft. It is preferable, however, to have the clamps, 
which can be made by means of the portable forge. 

With the aid of this repair it will be found that the boat can 
be allowed to proceed, although care should be taken in start- 
ing the engines to avoid sudden strain on the shaft. It should 
be carefully watched should the boat be running in a following 
sea, as any lifting of the propeller out of the water and std- 
den dipping in again will impose severe twisting strains on the 
shaft, which will soon loosen the repair. 

Should a fracture occur in the section of the shaft between 
the thrust collars the trouble is rather difficult to get at, but 
may be repaired by drilling tapping holes through two of the 
collars adjacent to the fracture. The number and sizes of 
holes should be sufficient to afford enough metal to stand the 
twisting strains imposed on the shaft. The bolts should be 
driven into place and screwed up tight, so-as to join the edges 
of the fracture firmly together. The engine will now be able 
to drive the shaft with the remaining collars, but inasmuch as 
there is now less bearing surface interposed to take the end- 
wise thrust of the propeller it is obvious that the speed of 
the engine will have to be reduced in proportion to the number 
of thrust collars which have been thrown out of action by the 
repair. This breakdown is illustrated in Fig. 2. 

Sometimes the fracture occurs at one of the flanges which 
couple the various sections of the tunnel shaft together, and 
one of the forms of fracture is the complete shear-off of the 
flange from the shaft. This at first sight appears to be an 
accident which requires more than an ordinary seagoing equip- 
ment to overcome, but Fig. 3 gives an idea of how, in practice, 
the repair may be made sufficiently strong to enable the ship 
to be brought home to port. The end of the broken shaft 
should be squared up so that it will abut accurately against the 
unbroken flange end to which it is adjacent. Then the squared- 
end plates should be fitted to make up the thickness of the 
broken: flange, so as to give the distance along the length of the 
tunnel. The coupling bolts belonging to the flange coupling 
are now taken, and lengths welded onto them of sufficient ex- 
tension to allow tap bolts to be fitted so as to bolt onto the 
fractured part of the shaft. This extension should then be 
clamped onto the shaft and tap bolts placed over the clamps. 
It will be seen, therefore, that projecting out from the broken 
part of the shaft and through the distance plates will be the 
requisite number of screwed rods which will go to form the 
coupling bolts. The two sections of shaft can then be coupled 
up in the usual way, and if care is taken to start up the engine 
easily it will be found that the repair will carry the boat 
through.—_J. A. Seager, in Power and the Engineer. 

Neweastle-on-Tyne, England. 


Decrease in American Shipbuilding. 


Reports from the Bureau of Navigation show that during 
the year ended June 30, 1909, 1,362 merchant vessels of 232,816 
gross tons were built in the United States and officially num- 
bered by the Bureau of Navigation, compared with 1,506 of 
588,627 gross tons during the fiscal year 1908, which was the 
record year of American shipbuilding. This year’s output was 
the smallest since 1898; but shipbuilding contracts indicate a 
material increase during the new fiscal year. 

On the Great Lakes thirty-six steamers of 88,436 gross tons 
were built, including the Shenango, 8,047 tons, the largest 
vessel ever built on the Lakes. Only two ocean steamships, 


Mars, 5,451 tons, and Mohawk, 4,683 tons, were built. The 
Edward B. Winslow, Bath, Me., 3,424 tons, is the largest 


No vessels for foreign trade and 
Of the 


wooden schooner ever built. 
no square-rigged vessels were built during the year. 
and canal boats. 


year’s output, 60,952 tons were barges 


416 


International Marine Engineering 


OcToBER, 1909. 


NTERNATIONAL 


Published Monthly at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 
GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 


Branch Philadelphia, Machinery Dept., The Bourse, S. W. ANNEss. 
Ofnces Boston, 170 Summer St., S. I, CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Enginering, Inc., New York. 


INTERNATIONAL Marine ENGINEERING is registered in the United States 
Patent Office. 


Copyright in Great Britain, entered at Stationers’ Hall, London. 


Circulation Statement. 

We pride ourselves on the quality of the paid circulation of -INTER- 
NATIONAL MARINE ENGINEERING, as tt includes the world’s leading naval 
architects, marine engineers, shipbuilders, yacht owners, experts in the 
navies of all the great nations, chief engineers in all merchant marines, 
etc. In quantity we guarantee our paid circulation to exceed that of 
all other publications in the world devoted to engineering in the marine 
field. Our subscription lists are always open for inspection. 

The edition of this isswe comprises 6,100 copies. We have no free 
list, and accept no return copies. 


’ 


Notice to Advertisers. 

Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the roth of 
the month. 


Steam Engine Indicators for Marine Work. 

With this issue we begin publication of a series 
of short, illustrated articles describing various types 
of steam-engine indicators suitable for marine work 
which are manufactured in Great Britain and Amer- 
ica. ‘These articles are published as the result of many 
inquiries from our readers who have become inter- 
ested in Lieutenant Root’s valuable series of articles 
on the indicator, which was begun in the July issue. 
It is not our intention in the brief descriptions of com- 
mercial indicators to present the manufacturers’ claims 
for these instruments, but simply to publish the facts 
regarding the design and construction, pointing out 
the reasons for various modifications and their prob- 
able effect on the accuracy of the instrument. A care- 
ful perusal of these, and a clear understanding of 
Lieutenant Root’s comprehensive article, should give 


the average marine engineer a thorough knowledge 
and understanding of the requirements of a good in- 
dicator for marine work, so that he can judge for 
himself what type is necessary to suit his own par- 
ticular needs. 


Notes on Producer=Gas Operation. 

Small marine producer-gas plants are more exten- 
sively used in Holland at the present time than in any 
other country. They are used chiefly on barges and 
canal boats, where it is impossible to employ expe- 
rienced engineers to care for the plants; and_ since 
these are somewhat the same conditions under which 
it is expected that the immediate development of pro- 
ducer-gas for marine work will take place in other 
countries, it is interesting to note the successes and fail- 
ures which the bargemen of Holland have had with 
these plants. Elsewhere in this issue we publish a 
thoroughly practical article describing the construction 
and operation of these plants. The author points out 
that, contrary to the general impression, a marine suc- 
tion gas plant is a very sensitive power plant to oper- 
ate, as compared with one employing steam or oil en- 
gines. The ordinary troubles which are encountered 
in the operation of any gas engine are likely to be 
augmented when producer-gas is used as the fuel by 
additional troubles with the producer itself. It is, 
therefore, absolutely necessary that the man in charge 
should have a good, practical knowledge of the work- 
ing of the plant in order to operate it successfully, 
although he need not be an experienced engineer or 
mechanic. 

Without going into the details of the particular plant 
illustrated and described, the following points should 
be noted with regard to the operation of a producer- 
gas plant: The producer itself is likely to fail be- 
cause of insufficient gas when starting, a bad quality 
of gas, or no gas while working. The first will happen 
if the motor is started before the producer is com- 
pletely charged and combustion well under way. The 
second the author attributes to a lack of hydrogen in 
the gas. However true this may be as regards the 
type of plant used in Holland, it should be remembered 
that there are many opinions regarding the value of 
hydrogen in producer-gas. Many engineers consider 
not only that hydrogen is not an essential constituent 
of producer-gas, but that its presence in the explosive 
mixture involves a distinct loss, due to the formation 
of water vapor when combustion takes place. The 
third difficulty is usually caused by clogging of the 
gas passages in some part of the apparatus, and should 
be avoided by careful operation. 

As far as troubles with the motor are concened, the 
reader will do well to note carefully the points brought 
out by Mr. Smith in his paper on “Gas Engine Con- 
struction for Producer-Gas Use,” an abstract of which 
is published on page 387. Doubtless there are some 


OCTOBER, IQOO. 


things in this paper which will be severely criticised ; 
but, on the whole, Mr. Smith brings out very strongly 
the main requisites for successful operation on pro- 
ducer-gas, and it is likely that troubles will be due to 
the fact that these points have either been ignored or 
not fully understood. Whatever opinions are held re- 
garding the value of high compression and the effect 
of a large percentage of hydrogen in the explosive 
mixture, it is certain that an ample and effective igni- 
tion gear should be provided; that the piping and valve 
passages should be of sufficient size and without abrupt 
bends, and that the compression space in the engine 
should be as small and free from openings or pockets 
as possible. 


Combined Reciprocating and Turbine Machinery. 


The combination of reciprocating and turbine ma- 
chinery was suggested by Mr. Parsons primarily to 
increase the power obtainable by the expansion of 
steam beyond the limits possible with reciprocating en- 
gines. There was no doubt that this object could be 
attained, and that increased power for a given steam 
consumption would result; but it remained to be 
proved that such a system of combined machinery 
could be efficiently employed for the propulsion of a 
ship, since it involved the use of at least three pro- 
pellers and the determination of such questions as 
what percentage of the total power should be applied 
to the turbine-driven propeller for the most efficient 
results, etc. Of course, such a system of combined 
machinery was designed for use only on vessels of 
moderate speeds, for which turbines alone would not 
be efficient. 

The first merchant vessel to be fitted with this sys- 
tem of propelling machinery was the Otaki, of 9,900 
tons deadweight carrying capacity and 12 knots de- 
signed speed, built by Messrs. Denny, of Dumbarton, 
for the New Zealand Shipping Company. The Otaki 
is virtually a sister-ship of the twin-screw vessels 
Orari and Opawa, previously built by the Messrs. 
Denny for the same company, and fitted with recipro- 
cating engines. These vessels have given a splendid 
chance for comparison of the two systems of propul- 
sion, and the results obtained, both on trial and in 
regular service, have recently been made public by En- 
gineer-Commander Wisnom in a paper read at a joint 
meeting of the Institution of Engineers and Ship- 
builders in Scotland and the North East Coast Insti- 
tution of Engineers and Shipbuilders. 

On her trials the Orari obtained a mean speed of 
14.6 knots on the measured mile at Skelmorlie, while 
the Otaki, under the same conditions, with apparently 
greater ease obtained a mean speed of over 15 knots 
on a total water consumption per hour of 6 percent 
less than the Orari, while the total water consumption 
per hour in the Otaki at 14.6 knots was 17 percent less 
than in the Orari at the same speed. The proportion 
of total power developed in the turbine of the Otaki 


International Marine Engineering 


417 


was found to vary with the speed. At full power this 
proportion was about one-third, while at very low 
speeds the turbine was doing only a small proportion 
of the work. At a speed of 14.6 knots the indicated 
horsepower in the Orari was 5,350, and the correspond- 
ing power in the Otaki was 5,880. At this speed the 
effective horsepower was 3,210 in the Orari and 3,350 
in the Otaki, the propulsive coefficients being thus 60 
percent and 57 percent, respectively. The propulsive 
coefficient in the Otaki at full speed fell to 54 percent. 

On account of the distinction between the shaft 
horsepower and indicated horsepower in two vessels 
driven respectively by reciprocating engines and steam 
turbines, it is important not to rely wholly on the fore- 
going figures, which simply give a percentage based 
on the total water consumption and speed. Compar- 
ing the water consumption per effective horsepower per 
hour, the Otaki showed a gain of 20 percent, and 
again comparing the water consumption of the two 
vessels per indicated horsepower, taking the indicated 
horsepower for the Otaki as that obtained in the Orari 
for corresponding speeds, the gain in tne Otaki was 17 
percent. 

In addition to the trial results, Mr. Wisnom gave 
some figures covering the performance of the vessels 
in actual service. On the voyage from Liverpool to 
Teneriffe the coal consumption of the Otaki was 11 _ 
percent less than the means for the sister-vessels, Orari 
and Opawa, under similar conditions, and at prac- 
tically the same speed. A careful comparison of the 
coal consumption of the Otaki for the round voyage 
with that of the sister-ships.on similar voyages at the 
same speed shows an apparent gain of about 8 percent. 
This figure, however, it is expected will be bettered. 

The dimensions of the engine room in the Otaki were 
the same as in her sister-ships, and were found suff- 
cient to admit of an arrangement of the machinery 
which gives satisfactory access to all working parts. 
The total weight of machinery in the Otaki was about 
30 tons more than in her sister-ships, or an increase of 
about 3.25 percent. In view of the greater economy of 
the combination system, the boiler power of the Otaki 
might have been reduced. If this had been done, the 
total weight of the combination system would not have 
exceeded that for reciprocating engines, while the sav- 
ing in bunker capacity would more than have balanced 
the loss in cargo-carrying capacity due to the three 
shaft tunnels. These losses in the Ofaki were com- 
pensated by increasing the length slightly. 

On the’whole, the performance of the Otaki seems 
to bear out the expectations that a high degree of econ- 
omy may be expected with this form of machinery ; 
that is, that in vessels of low speeds additional power 
can be obtained for the same water consumption; but 
the problem still remains in each case of how to utilize 
this power most efficiently; that is, how to make the 
three propellers as efficient as twin screws, and what 
proportion of the power to develop in the turbine. 


418 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 
Tons. Knots. ate LS eptaele 
S. Carolina... 16,000 18% Wm. Cramp & Sons......... 96.5 98.0 
Michigan ... 16,000 18% New York Shipbuilding Co. 99.4 100.0 
Delaware ... 20,000 21 Newp’t News Shipbuilding Co. 91.8 94.8 


North Dakota 20,000 21 Bots River Shipbuilding Co. . 90.3 93.5 


Florida .... 20,000 203% Navy Yord, New York....... 24.8 29.2 
Utah ....... 20,000 20% New York Shipbuilding COsco SEL 38.1 
TORPEDO-BOAT DESTROYERS. 

Smithwrre-cier 700 28 Wim Crampy Cans Ons erence 95.6 96.4 
Lamson .... 700 28 Wm. Cramp & Sons......... 88.4 90.3 
Preston .. 700 28 New York Shipbuilding Co... 90.1 93.0 
Flusser . 700 28 BathelronmvViorkserscre riers 90.0 92.4 
Reid ... 700 28 Bath Iron Works::.:..2....: 84.2 89.6 
Paulding 742) 29%4 Bath Iron Works. ..:.--:--.2 20.7 2748 
Drayton . 742, 29% Bath Iron Works......5-+5 5. 20.7 24.6 
Roe .... 742 29% Newp’t News Shipbuilding Co. 57.4 60.9 
Mernyaeyrces 742 29% Newp’t News Shipbuilding Co. 51.9 58.5 
Perkins .. 742 2914 Fore River Shipbuilding Co.. 44.6 51.7 
Sterrett ..... 742 29'%4 Fore River Shipbuilding Co.. 41.2 48.6 
McCall ..... 742 29% New York Shipbuilding Co.. 22.5 25.3 
Burrows .... 742 29%% New York Shipbuilding Co.. 22.4 25.4 
Warrington... 742 29%4 Wm. Cramp & Sons......... 32.7 39.1 
Mayrant .... 742 29% Wm. Cramp CeO OSes 37.2 45.2 
INOS SPoosoisd -.. «+...  Newp’t News Shipbuilding Co. 0.0 0.6 
No. 33 Pee BathelronmViOLksseeeee nee itil 2.2 
NOS Bsoaade -. Fore River Shipbuilding Co.. 0.8 2.5 
SUBMARINE TORPEDO BOATS. 

Stingray . Fore River Shipbuilding Co.. 95.0 97.5 
Tarpon .. Fore River Shipbuilding Co.. 95.0 98.8 
Bonita Fore River Shipbuilding Co.. 90.6 92.0 
Snapper .. Fore River Shipbuilding Co.. 87.6 92.0 
Narwhal Fore River Shipbuilding Co.. 94.5 98.2 
Grayling Fore River Shipbuilding Co.. 90.6 91.8 
Salmon Fore River Shipbuilding Co.. 81.8 83.7 
Sealey Newp’t News Shipbuilding Co. 23.2 24.8 
Pickerel hes Moran Comeneeneeeeere 4.3 8.4 
Sk MhemMVoran Come eeeitser 4.3 8.5 


ENGINEERING SPECIALTIES. 


Clifton Marine Gasoline (Petrol) Engines. 

The Clifton marine manufactured by the Clifton 
Motor Works, Cincinnati, Ohio, has been on the market for a 
number of years, being used largely in the Southern and West- 
ern States along the Gulf of Mexico and its tributary bays and 
streams. These engines are suitable for heavy sea-going ves- 
The Clif- 
ton engine is one of the simplest four-cycle engines on the 
market, the main idea in the design being to bring the motor 
down to the fewest number of parts and to make these parts 
As a result, this company claims 


engine, 


sels, river boats, lake vessels and cruising launches. 


extra strong and substantial. 


International Marine Engineering 


OCTOBER, 1900. 


never to have had a broken crank shaft or connecting rod, and 
that the reversing gear, which is also very substantially built, 
has stood the test of practical service without failure. 

The cylinders are cast with hoods integral with the cylin- 
ders, so as to do away with packing. The design is such that 
there is no packing under pressure anywhere in the engine. 
The exhaust is water-jacketed along the entire length of the 
engine, and at the end of the exhaust valve a small stream of 
water is admitted, which cools down the exhaust gases so 
that there is no danger of the exhaust pipe setting fire to the 
boat. Simplicity is also obtained in the design of the water 
pump and circulating system, and all passages are large and 
unobstructed. The engine is equipped with an automatic 
throttling governor, to prevent it from racing when the clutch 
is disconnected. This is a point which will be greatly ap- 
preciated in boats which are operated by one or two men, 
where the pilot frequently operates the clutch on the engine. 


A Universal Plate, Bar and Angle Shear. 


To cut angles or plates on an ordinary punching and shear- 
ing machine requires considerable changing, which consumes 


time. A machine which is always ready for any kind of work, 
and is therefore a great labor-saving tool, is placed on the 


market by the Covington Machine Company, Covington, Va. 
In this machine a plate shear is placed on the front of the 
machine with angle shears in two square openings in the side. 
The latter will cut right and left angles of even or uneven legs 
to any angle up to 45 degrees. The shears are all driven from 
one pulley or motor. The angle shears, with their knives, 
travel at angles of 45 degrees with the horizontal, and the plate 
and angle shears can be operated singly or together. A patent 
clutch mechanism, which contains no springs to keep up a 
continual knocking of the jaws, is arranged to positively stop 
at the highest point of as stroke. The clutch lever is uni- 
versal, and can be swung to any position to suit the operator. 

It has always been a difficult matter to cut angles with un- 
even legs, unless large, special machines, too expensive for 
ordinary manufacturers, have been installed for this purpose. 
It is claimed that this shear embodies all the best features of 
a double-angle shear, and also the best features of a plate and 
bar shear. Bars may be cut by either the angle or plate shear. 


OCTOBER, 1909. 


The machines are designed to occupy the minimum of room, 
are strongly geared, and of massive design throughout. The 
gear covers, besides acting as safety guards, form the bearings 


om 


APRIL 281308, 


for the gears, and the gears in turn form the bearings for the 
eccentric shafts, so that by this method:a maximum stiffness 
of design and protection for the workmen are secured. 


An Improved Steering Engine. 

The failure in the past of steering engines in which the 
movement of the tiller ropes was taken directly from a 
reciprocating piston instead of from a revolving drum, has 
been due entirely to their valve mechanism. Either the rud- 


der movement was too sudden, or the rudder could not be° 


compelled to retain the desired position perfectly and in- 
definitely. The Nash-Century steering engine, which we il- 
lustrate, is made with a novel valve motion, by means of 
which, it is claimed, these objections are completely over- 
come. The engine is free from a multiplicity of wearing and 
power-absorbing parts. The piston rod is prolonged equally 
from both ends of the steam cylinder and terminates in 
sheaves, through which the tiller ropes pass in a way to give 
them a travel at the quadrant equal to twice that of the 
piston. Steam pressure admitted near each end of the cyl- 
inder acts upon both ends of the piston to hold it in posi- 
tion, and at all times balances it against the pressure on the 
rudder. 

The valves which admit pressure to the cylinder are of the 
piston type and have a common spindle. When the controlling 
gear is stationary, these valves are in mid position; that is, 
the valve rings cover the steam ports with slight overlap and 
prevent admission of steam to the cylinder. 

The operation of the steering wheel to port or starboard 


as desired causes the control lever to move. This control 


International Marine Engineering 


419 


lever, swinging about the floating fulcrum, transmits its pull 
to a connecting rod, the other end of which communicates 
with the valve spindle. The resulting movement of the 
valve spindle uncovers the ports, admitting steam through 
the valve at one end of the cylinder and exhausting through 
the valve at the other end. The unbalanced cylinder pressure 
then moves the piston rod, and thus, by means of the sheaves 
attached to the ends of the piston, the cables*to the rudder 
quadrant are moved, imparting corresponding movement to 
the rudder. 

At the same time the movement of the piston causes the 
block chain attached to the sheave blocks at each end of the 
piston to rotate the sprocket and its concentric pinion. The 
sprocket and pinion are keyed to the same shaft and are 
practically one piece. The pinion meshes with an are which 
swings about a center on a bracket on the cylinder casting. 
Extending from the center pivot of the are and diametrically 
opposite to the toothed part is a projection which forms the 


fulcrum for the control lever. This explains why we pre- 


The movement 
of the are makes the fulcrum travel in a radial direction and 
opposite to that taken by the valve spindle in opening for 
steam. 


viously spoke of this fulcrum as “foating.” 


Thus the instant the piston has reached the desired posi- 
tion it has, by its own action as transmitted through piston 
rods, chain, sprocket, pinion, arc, fulerum and connecting rod, 
automatically closed the valve and shut off the steam. To 
keep the piston moving it is consequently necessary to keep 
the control lever moving by operating the steering wheel. 
In other words, the wheel operates against an 
automatic cut-off, which constantly acts to prevent move- 


steering 


ment other than that desired as indicated by the steering- 
wheel dial. 

In the event of undue strain being put upon the vessel’s 
rudder, it is claimed that the engine instantly operates as a 
buffer. The action is just the reverse of that necessary for 
steering, but accomplishes the same purpose, that of keeping 
the rudder exactly where desired. 
rudder forces the piston to travel. 


The movement of the 
The travel of the piston 
opens the piston valve at the end of the cylinder towards 
which the piston is traveling. Steam is thus admitted in pro- 
portion to the moyement of the valve, and by the time the 
piston has been driven back to its proper position the steam is 
again automatically shut off. ! 

This gear is so sensitive that the turn of one spoke of the 
The 
action 1s perfectly noiseless, as the piston and other working 
The steam cushioning of the rudder is 
also claimed to be a great advantage, as it inmakes the rudder 
safer from damage in heavy seas, or from sudden impact with 
solid objects, and does awaye with the necessity of spring- 
cushioning the quadrant. 


pilot wheel will perceptibly alter the course of the boat. 


parts move slowly. 


The Nash-Century engine is intended as a “steam only” 
machine, but, where desired, provision may be made for hand 
steering also. It is manufactured by the Century Engineering 


Company, Ogdensburg, N. Y, 


420 


International Marine Engineering 


OcToBER, 19009. 


Kelso Models. 


The oldest firm of model makers is the Kelso Company, 
Glasgow. Originally the firm made optical and philosophical 
instruments, but it soon undertook the building of ships’ models 
and the manufacture of various small articles that go into 
ships’ models, such as engines, fittings, etc. The models are 
usually made on a scale of a % inch to the foot, although 


sometimes to a scale of 4% or 1/16 inch to a foot, from draw- 
ings supplied by the shipbuilders. Among the models which 
have been made by this firm are those of the famous old 
Clyde tea clippers, the Shamrock yachts, and at the present 
time the models of the new giant White Star liners Olympic 
and Titanic. From the illustration it will be seen that the 
models are complete in every detail, including rigging, deck 
fittings, etc. Recently this company has done much model 
work in connection with experimental towing tanks. 


INDICATORS. 
The McInnes=Dobbie Indicator. 


In these indicators the pressure spring is placed above and 
outside the steam cylinder, a position in which it is kept com- 
paratively cool when the indicator is under steam. For this 
reason the accuracy of the instrument cannot be impaired by 
the temperature of the steam. Not only this, but the spring 
can be very accurately calibrated under normal conditions and 
not at a high temperature, as is necessary when the spring is 
in contact with the steam. 

The vulcanite cover caps above the piston chamber and the 
pressure spring unscrew, allowing the piston rod and parallel 
motion to be removed bodily from the instrument, for the 
purpose of changing the spring or cleaning the cylinder. These 
caps screw to the indicator frame and the lower cap acts as a 
guide to the piston rod, insuring perfect alinement and fre- 
venting escaping steam from passing upwards to the diagram. 

The parallel motion is so constructed that the long lever 
carrying the marking point is not overhung, but is mounted 
so as to intersect the vertical axis of the pressure cylinder. It, 
therefore, receives a uniform and direct motion from the 
piston with a minimum liability of error, due to friction. In 
instruments having overhung arms a side strain, tending to 
bend the joint pins, is inevitable, and the friction thus set up 
results in a considerable drag on the linkage and in serious 
wear on the sockets and pins. The bearings of the several 
joints are broad and solid, specially hardened, and the motion 
is adapted to withstand severe strain without slackening at 
the joints, with corresponding play at the pencil point, which 
soon becomes a source of serious error. 


The piston is of a patent type, made of steel, case-hardened, 
and it is claimed that it is unaffected by steam temperatures 
and does not expand and stick at high pressures. It is turned 
from a solid piece, and the central space affords accommoda- 
tion for any grit present in the cylinder, removing it from the 
cylinder walls and preventing tearing and friction. The piston 
and all moving parts are of very light weight, in order to re- 
duce to a minimum the inaccuracies due to inertia. The piston 


YU 


travel is multiplied six times at the pencil point, consequently 
the piston itself has a very short travel. The drum spring is 
spiral, of light weight, and is fitted with brass ends. With this 
style of spring the tension of the drum can be conveniently 
altered to suit the speed of the engine, and in event of break- 
age can be readily replaced. 

The indicators are manufactured by Dobbie McInnes, Ltd., 
Glasgow. 


The Star Improved Indicator. 


The Star improved indicator, manufactured by the Star 
Brass Manufacturing Company, Boston, Mass., consists of two 
main parts—the steam cylinder and the paper drum. The 
cylinder consists of an outer shell, which forms a part of the 
main body of the indicator, and an inner shell, in which the 
piston operates. The inner shell is removable and can easily 
be replaced when worn. The inner shell extends in one con- 
tinuous piece of metal to the cap in order to obtain perfect 
alinement for the movement of the piston. At the lower end 
the inner shell is comparatively thin and it is surrounded by 
an annular space. This enables the working part of the. 
cylinder to be free from any distortions that may result from 
difference in expansion in the inner and outer shells or from 
undue strain which may be brought to bear upon the body of 
the indicator. The upper part of the inner shell is surrounded 
by a channel and communicates with it by a number of holes 
drilled through the metal. From this channel openings 
through the body of the outer cylinder carry away the steam 
and vapor which, in the process of operation, blows by the 
piston. 

The piston consists of a thin cylindrical shell with a trans- 
verse web across the center. It is made of tool steel hardened 
and ground, but the hub at the center of the web is of soft 
steel, to which the piston rod is screwed. By means of proper 


OcTOBER, 1900. 


adjustments a flexible connection is provided between the pis- 
ton and the spring. The upper end of the piston rod is hollow 
and threaded to receive a swivel head, by means of which any 
desired vertical adjustment of the position of the pencil can 
be secured without removing the cap from the cylinder. 

The spring, which is one of the most important parts of the 
whole instrument, consists essentially of only two parts—the 
head upon which the spring is mounted, and the coil of wire 
which forms the spring itself. There is no metal at the lower 
end except a small sphere or ball through which the wire 
passes and to which it is attached. The ball forms the point 


5 @) ih 
ta. 


i a 
INS I 


SSS 
of attachment for the piston, furnishing a ball-and-socket 
joint. When it is considered that the momentum of the mass 
of metal in the spring has a decided effect upon the form of 
the diagram which the instrument produces, the advantage 
of this form of spring is evident, since the weight at the 
piston end has been reduced to a minimum. 

The pencil movement consists of three parts, and since the 
degree of perfection with which the rectilinear motion is ob- 
tained in this movement is dependent solely upon the accuracy 
with which delicately-turned pins can be fitted to reamed 
holes, it is evident that the pencil movement can be made very 
accurate. The mechanism is so proportioned that the move- 
ment of the piston is multiplied at the pencil end six times. 
The design provides that the pencil does not deviate from a 
straight line in any sensible degree unless the extreme move- 
ment extends more than 11% inches from the central position. 


Fulton Exhibit, Engineering Societies Building. 

The Hudson-Fulton celebration at New York is essentially 
a recognition of the explorer and the engineer. To show the 
relation of the latter to the celebration, models of the Cler- 
mont and other early steamboats, through the courtesy of the 
Smithsonian Institution, are now on exhibition at the rooms of 
the American Society of Mechanical Engineers in the Engi- 
neering Societies’ Building, 29 West Thirty-ninth street. The 
exhibit includes the Clermont, the Phoenix, built by John 
Stevens, and one of John Fitch’s early types. Original draw- 
ings by Fulton, an oil portrait of Fulton, painted by himself, 
Fulton’s dining table, oil portraits and bronze bust of John 
Ericsson, models of the Monitor, all owned by the society, and 
Ericsson’s personal exhibit at the Centennial Exposition, are 
also exhibited. Through the courtesy of the Hamburg- 
American line a beautiful model of the Deutchland shows the 
highest type of the development of steam navigation. 


International Marine 
ES ST aa a ee ES 


Engineering 421 


The exhibit will be open to the public every week day from 
9 A. M. to 5 Py M. : 


TECHNICAL PUBLICATIONS. 


Reed’s Polyglot Guide to the Marine Engine. Size, 11 
by 8% inches. Pages, 174. Numerous illustrations. Sunder- 
land, 1909: Thomas Reed & Company, Ltd. Price, 6s. net. 


This polyglot guide to the marine engine is intended to fill 
a long-felt want among marine engine builders, shipbuilders 
and seagoing engineers who are compelled to do business in 
several different countries involving dissimilar languages. The 
book is divided into eighteen sections, enumerating the various 
details of boilers, engines, engine-room stores and types of 


vessels. The parts are all numbered and many of them illus- 
trated. The name of each part is given in English, French, 


German, Norwegian, Italian and Spanish. There are also 
alphabetical indexes for each of the languages and a table of 
monies, weights and measures. 

Fighting Ships, 1909. Edited by Fred T. Jane. Size, 12 by 
714 inches. Pages, 492. Numerous illustrations. London, 


E. C., 1909: Sampson Low, Marston & Company, Ltd. Price. 
21s. net. 


Since extended reviews of the last two editions of this 
book have been published in this magazine, undoubtedly the 
majority of our readers are familiar with the general scope 
and arrangement of the work. No very striking change has” 
been made in the general features of the present volume, 
which is the twelfth edition. As before, complete details of 
all the important warships in the world are given, together 
with illustrations showing the exterior of the ship and an out- 
board profile and deck plan, indicating the arrangement and 
distribution of guns and armor. Part IJ. contains a number 
of valuable and timely articles on various matters connected 
with warship design and construction, including the protection 
of battleships against submarine attack and the progress of 
warship engineering. 

Probably the one thing which has occasioned more discus- 
sion and interest in warship construction during the last year 
than any other has been the comparative secrecy and mystery 
which have veiled the plans and development of the latest Ger- 
man battleships and battle cruisers. Considering the difficulty 
of obtaining information regarding these ships, remarkably 
complete details have been collected by the author, and, as he 
does not hesitate to state the source and probable accuracy 
of his information, the reader is able to form his own con- 
clusions as to the probable value of the various reports and 
conjectures which are current. 

In general, in the present edition, increased space is given 
to the plans and description of the smaller and less important 
vessels in various navies. Deck plans of destroyers and tor- 
pedo boats are given in nearly every. case. 

Steam Turbines. (The Power Hand-Book Series). By 
Hubert E. Collins. Size, 41% by 634 inches. Pages, 186. Fig- 
ures, 76. New York, 1909: Hill Publishing Company. Price, 
$1.00 net. 

So many books have recently been published on steam tur- 
bines which take up the subject from a theoretical standpoint 
that many practical operating engineers will welcome this little 
book, which is simply a practical description of a few of the 
leading types of steam turbines together with some practical 
notes which have been gathered from the experience of suc- 
cessful engineers in operating steam turbines. The volume 
includes chapters describing the Curtis, the Allis-Chalmers 
and the Westinghouse-Parsons turbines, the method of setting 
the valves of the Curtis turbine, the proper method of testing 
a steam turbine, auxiliaries for steam turbines and trouble 
with steam turbine auxiliaries. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 


American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
1D), (C; 


917,449. SELF-PROPELLED TORPEDO. ALBERT EDWARD 
TONES, OF FIUME, AUSTRIA-HUNGARY, ASSIGNOR TO 
WHITEHEAD & COMPANY, OF FIUME, AUSTRIA-HUNGARY, 
A CORPORATION. : 

Claim 1.—In a self-propelled torpedo, the combination of a gyroscope 
placed above the longitudinal axis of the torpedo, a buoyancy chamber 
into which the servo-motor of the gyroscope discharges, a sinking valve 


placed in the buoyancy chamber, said valve having a box connected with 
the exhaust chamber of the engine and a socket opening in close prox- 
imity to the bottom of the buoyancy chamber. Four claims. 

920,286. FLOATING DRYDOCK. WILLIAM THOMAS DON- 
NELLY. BROOKLYN, N. Y. : 

Claim 1.—In a floating drydock having separate water compartments, 
a centrifugal pump in each of said water compartments for the admis- 
sion and exhaust of water to and from said compartments, power con- 
nections for each pump extending from the upper portion ot the dock, 
each of said pumps establishing communication only with the compart- 
ment in which it is located and the exterior of the dock and having a 
combined inlet and outlet to the exterior of the dock, a combined inlet 
to and outlet from the compartment in which it is located and a single 
valve for each of said pumps for controlling the passage of water there- 
th ough. Two claims. 

921,714. MARINE-ENGINE GOVERNOR. 
OF CLOVERDALE, CAL. 

Claim. 1.—The combination with a marine vessel, its propeller shaft, 
and engine throttle operating means, of a governor shaft, means in- 
dependent of the main engine for actuating said governor shaft, and a 


EE WIN DAISISSACKS 


connection between said shaft and the throttle-operating means arranged 
to move the operating means toward the closed position upon the emerg- 
ing of the rear end of the propeller shaft from the water. Two claims. 
922,056. SUBMARINE BOAT. LAWRENCE Y. SPEAR, OF 
QUINCY, MASS. 
Claim. 1.—A submarine or 
combination with 


submergible boat having a deck hatch in 
a bridge or 


platform and a water-excluding hatch 


SS SSS 


trunk surrounding the hatch and cover and extending up to the plat- 
form. Three claims. 

926,475. ACETYLENE-GAS BUOY. ROBERT M. DIXON, OF 
EAST ORANGE, N. J., ASSIGNOR TO THE SAFETY CAR HEAT- 
ING & LIGHTING COMPANY, A CORPORATION OF NEW 
JERSEY. 

Claim 4.—In a device of the nature described, in combination, a float 
comprising a chamber for the storage of gas, said chamber being at all 
times free from water, a submerged receptacle carried by said float and 


International Marine Engineering 


OCTOBER, 1900. 


adapted to contain calcium carbid, a connection between said receptacle 
and said chamber for allowing the generated gas to pass from the former 
to the latter, a water inlet for said receptacle communicating with the 
water within which it is submerged, and automatically operating means 
for controlling the flow of water through said inlet. Yen claims. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 

12,538. SHIPS’ PROPELLING MACHINERY. R. R. 
BIRKENHEAD, AND J. H. GIBSON, LISCARD. 

_ Claim.—According to this invention, the control of mixed machinery, 
1. e., rotary and reciprocating engines, for propelling, is effected by a 
single mechanism. In the example given, this is done through the 
agency of a link on the reversing shaft of the reciprocating engine. 


BEVIS, 


The rod for actuating the reversing valves of the turbine is connected 
to a block sliding in this link, and by placing the block at one end of 
the link the rotary engines may be caused to rotate in the same direc- 
tion as the reciprocating engines, or, if the block be at the other end of 
the link, in the opposite direction. 

18,510. ATTACHMENT FOR MARINERS’ COMPASSES. LI. 
W.P. CHETWYND, KINGSTON-ON-THAMES; KELVIN & WHITE, 
LTD., GLASGOW, AND F. W. CLARK, GLASGOW. 

Claim.—Steering or bearing prisms are enclosed in a hood secured to 
the clamping ring or other part of the compass bowl. This hood is 
open at bottom and the prisms is mounted within. upon a pivot so that 
it may be oscillated by means of a lever secured to its journal and ex- 


tending to the exterior of the hood. Here, a segmental strip notched or 
indented retains the lever in any desired position. The front of the 
hood is covered with a glass pane, and the open bottom is surrounded by 
a groove for containing packing, which forms a joint with the glass of the 
bowl, so that the hood is inaccessible to moisture or dust. 

19,047. STARTING AND REGULATING THE SPEED OF MA- 
RINE ENGINES. F. H. TANNER, HILLSIDE, STAPLE HILL 
ROAD, FISHPONDS, BRISTOL. 

Claim.—In order to avoid difficulties in starting engines which are 
directly connected with the propeller, variable speed turbine compressors 
are employed, fitted with valves for regulating the volume and pressure 


of the air or gas to be introduced into the area of action of the propeller 


through pipes. A shield prevents the air from escaping too readily to 
the surface of the water. 

15,007. SIGNALING OVERHEATING OF 
VOLKMER, GLEIWITZ, GERMANY. 

Claim.—A block of fusible metal rests against the bearing and is car- 
ried at the top of a lever pivoted on pins. When the metal is melted 
by the hot bearing, the lever is rocked on its pivot by a spring, so as 
to release a toothed wheel and allow the clockwork to ring a bell. When 
the block is under the bearing, the rod must slide lengthwise, so the 
eccentric piece is turned to fill the slot and allow the lever to slide on 
the pins. The spring is then placed between caps, so that when the 
block melts, the spring raises the rod to release the bell mechanism. 


19,446. ARMOR PLATES. M. R. RIDOLFI, FLORENCE, ITALY. 

Claim.—In order to break the point of the projectile and so alter its 
angle and lessen its penetrative power, the case-hardened plate proper 
is provided with an outer hardened and toughened steel plate backed by 
wood. In addition to the above impediments, the projectile is further 
hampered by a plate, which, when pierced, forms a tough restraining 
collar around the nose of the projectile. A wood cushion is provided 
next the side of the ship. 


BEARINGS) We 


International Marine Engineering 
NOVEMBER, 1909. 


THE ITALIAN BATTLESHIP ROMA. 


BY DAGNINO ATTILIO. 


Two first-class battleships have recently been added to the 
Italian navy, both built on the same general lines, but differ- 
ing in certain particulars. They are the Napoli, built in the 
navy yard at Castellamare, di Stabia, and the Roma, built in 
the navy yard at Spezia. The differences are more or less 
minor in character, and the description will be confined to 
the Roma. 

As mentioned in a previous issue, the ship has the follow- 
ing dimensions: Length between perpendiculars, 435 feet; 


The valve gear is of Stephenson link-motion type. The re- 
versing engine is of the all-round type. The pistons, cylinder 
covers, steam chest covers, bed plates, and columns are of 
cast steel, the pillars being of wrought steel. 

The arrangement of cylinders from forward aft is: Low- 
pressure, high-pressure, intermediate-pressure, low-pressure. 
The distance between the forward low-pressure cylinder and 
the high-pressure cylinder is 84% inches; the same distance 
is between the intermediate and the last low-pressure cylinder, 


THE ROMA AT SEA. 


length over all, 474% feet; breadth, 7314 feet; draft, 25 feet 
9 inches; displacement, 12,625 tons. 

The propelling machinery of the Roma was built by Messrs. 
Ansaldo, Armstrong & Co., at their Sampierdareno works. 

The two main engines are four-cylinder, triple-expansion 
engines of the vertical inverted type, balanced according to 
the Yarrow, Schlick, Tweedy system. They are placed in 
two separate compartments, divided from each other by a 
central bulkhead, and are designed to develop 20,000 indicated 
horsepower at 125 revolutions per minute, with a boiler pres- 
sure of 210 pounds per square inch. 

The diameters of the high-pressure, intermediate, and of 
each of the two low-pressure cylinders are, respectively, 
393% inches, 64% inches, and 7434 inches. The stroke is 46 
inches. All the cylinders have steam jackets. The high- 
pressure and intermediate-pressure cylinders have piston 
valves, while the low-pressure cylinders have double ported 
slide valves, with compensators at the back. Simple balance 
cylinders are fitted, both to the piston and to the slide valves. 


! 


THE UPPER PART OF THE FUNNELS WILL EVENTUALLY BE CUT. 


while the distance between the high and the intermediate is 
163 inches. 

The crank shafts are of steel and hollow. Each is composed 
of two parts, and there are two cranks on each part. Each 
crank shaft has six main bearings, of 14 feet 2% inches total 
length. The outside and inside diameters of the crankshafts in 
the bearings are, respectively, 1834 inches and 95% inches. The 
diameter of the crank pins is 19 5/16 inches, and their length 
227/16 inches. The turning wheel is fixed on the coupling at 
the after end of the engine. 2 

The length of the connecting rods is 92 inches, and the 
minimum diameter of the solid connecting rods of the high 
and intermediate-pressure cylinders is 9 inches; the connecting 
rods of the low-pressure cylinders have the same diameter, but 
are hollow, the inside diameter being 5 5/16 inches. The out- 
side diameter of the piston rods is 9 inches; the low-pressure 
rods are hollow, the inside diameter being 4 inches. The out- 
side diameter of the pillars is 8 inches, and the inside diameter 
4 inches. The main steam pipe is 1334 inches in diameter, and 


424 


International Marine Engineering 


NOVEMBER. 1909. 


SECTION IN ENGINE ROOM, LOOKING FORWARD. 


the diameter of the pipe between the high and intermediate- 
pressure cylinders is 207% inches. Four 1534-inch pipes bring 
steam from the intermediate-pressure cylinder to the two low- 
pressure cylinders. The diameter of thrust shaft is 1834 inches 
outside and 95% inches inside. Each thrust shaft has eight 
collars, with a thrust surface of 17 square feet. The screw- 
shafts have a diameter of 1834 inches. The propellers are of 


T1-P. 2628 


M E P.=75.4 lbs. 


H.P. 3070 
LP. 
M_E P.=82.15 Ibs. 
\ 
H.P. 2180 
L.P. aft 
“HP. 227 
L.P. 
for’d 


M E P.=18 lbs. 


INDICATOR CARDS FROM THE ENGINES OF THE ROMA. TOTAL HORSEPOWER 
10,148; REVOLUTIONS PER MINUTE, 124.8. 


’ 


manganese bronze with three blades each. Their diameter is 
17 feet 8% inches; the mean pitch 20 feet 4 inches, and the 
developed surface 794 square feet. 

There are four main condensers, two for each engine room, 
with a total cooling surface of 22,066,square feet. In each 
engine room the circulating water is supplied by two centri- 
fugal pumps, driven by compound engines. Each pump is 
capable of delivering the circulating water to each of the two 
condensers independently or to both of them, and to draw 
from the bilges 1,000 tons of water per hour. There are in 
each engine room, also, two air pumps of the Weir type. One 
single air pump is also driven directly by each propelling 
engine from the high-pressure crosshead. There is also in each 
engine room an auxiliary condenser of 1,184 square feet. 

The revolution counters are of the Molinari type. The other 
auxiliaries placed in the engine room are as follows: Two 
Ansaldo’s evaporators complete with pumps, each capable of 
supplying 40 tons of fresh water during twenty-four hours; 
two independent bilge‘and fire pumps; two serena, two auxiliary 
hot-well pumps and four fans. 

There are eighteen Babcock & Wilcox watertube boilers, ar- 
ranged in three compartments, situated forward of the engine 


room. The after and cefitral compartments each contain six 


boilers of twenty- -two elements, and the forward compartment 
six boilers of nineteen elements. The total heating. sur- 
face is 56,467 square feet, and the total grate ‘surface 1,636 
square feet. There are three funnels, having a total area of 
252% square feet. The height of the funnels above the grate- 
bars is 95 feet. 

Two Weir feed pumps are placed in each boiler compart- 
ment, each being capable of supplying the water necessary for 
all the boilers in its compartment. Forced draft of the closed- 
stokehole system is obtained by means of twelve fans. There 
are, besides, six See ejectors with three duplex pumps for 
expelling the ashes, and six electrical ash hoists. The main 
and auxiliary steam pipes are of solid drawn steel. 

The first full-power sea trial took place between Spezia 
and Genoa, Aug. 8. The speed measured while the ship was 
developing her maximum power (about 21,000 horsepower) 
was about 22% knots, and the coal consumed 114 pounds per 
horsepower. 

We may add that the Roma’s hull is of steel throughout. 
The armor, which is face hardened, is distributed as follows: 
A ‘ro-inch waterline. belt, extending the length of the ma- 
chinery space, tapering to 4 inches at the ends; a central 
redoubt of 8-inch armor, and a 3%-inch protective deck, 
worked in forward. The large turrets have 10-inch armor, 
and the smaller turrets 6-inch armor. 

She carries two 12-inch, twelve 8-inch, eight 3%-inch and 


NovEMBER, 1909. International Marine Engineering 425 


are mounted in pairs in turrets amidships. Four of the 3%- 


twelve 17-inch guns, and is provided with two submerged 
inch guns are mounted in barbettes, two at the bow and two 


torpedo tubes. Her ordinary bunker capacity is 1,000 tons, 


ooanon / 
ees li Gao 
t—]|iAfoffofo} ila Best =a " RATTAN ; a ! 
eee ra Pn ea Wey 
 creniertan bean Sas Ay Hou! Kel 
‘fe 1 fr 


2 a a iS 1 r H 
LL 4 t I ' 


ie Ul 


I | t y 
32 - 28 24 29 


SECTION THROUGH ENGINE ROOM 


4 
i he 
ae sattere oT 
«| = 
alINC 
lara) 
CG <a 


Tn 


= 
Y 
i 


——— = SS 


| 


a 
— Fi ic fe) 
il ese oe 


PLAN OF ENGINE ROOM. 


at the stern, while the rest are located in various commanding 


and the maximum capacity 2,000 tons. The 12-inch guns are 
positions, distributed over the whole vessel. 


mounted in turrets, one forward and one aft. The 8-inch guns 


426 


International Marine Engineering 


NOVEMBER, 1909. 


THE DESIGN OF TURNING ENGINES. 


BY EDWARD M. BRAGG, S. B. 


POWER OF TURNING ENGINE. 

The power of the turning engine must be such that the work 
delivered to the crank shaft of the main engine shall equal 
this. The quantities involved in the development and trans- 
mission of the power are as follows: 


Td 
x mep X 25 X 0X m Xe X 1 X 2 (3) 
4 
where d = diameter of turning engine cylinder in inches. 
mep = mean effective pressure upon the piston of the 
turning engine. 
s = stroke of turning engine in inches. 
nm = number of teeth on small worm wheel. 
m1 = number of teeth on large worm wheel. 
e = efficiency of small worm wheel. 
é: = efficiency of large worm wheel. 
€2 = efficiency of turning engine. 


This can be put into the form: 
w dQ? 
== SFP SL 28 KB SX th K AK AK SE (4) 
4 
And when equated to (2) can be reduced to the form: 
DX MEP: XS 
as = X 63.0 (5) 
nm Xm X P. 
where P = initial pressure absolute at turning engine. 
The force acting upon the teeth of the small worm wheel 
at the pitch circle will be: 


7 a I 
IP == FSIP SX xX 2s X 8 K — X .6 (6) 
4 Pp 
Where p = pitch of teeth on small worm in inches, 
™ d* 
WG 4 = YIP XK = <4 (7) 
“4 
I 
Then F = .06Z ~*~ —— (8) 
p 


The force acting upon the teeth of the large worm wheel at 
the pitch circle will be: 


25s pXn 
F,= IPS S< (9) 
3 pi 
where #1 = pitch of teeth on large worm in inches. 
n 
Therefore F::-= .384 Z * —— (10) 
pi 


The turning moment in inch pounds upon the main engine 
crank shaft will be: 
2 M1 pr 
M, => — F, >< 
3 27 
The turning moment in inch pounds upon the shaft of the 
large worm will be: 


= .041 Z n m 


(11) 


n p 
WE = ID SK 


——mSoW/an (12) 
21 
In the case of the large worm wheel whose diameter is 
limited by the height of the engine bed: 
Eos 
KS 


Ny 


(13) 


Fi = .384Z% 1 Xm X 


where C is a coefficient whose value varies from I.1 to 1.5. 
Therefore 
I I 
= 1222 XX m X — 
Gas CS 
(14) 
Since Z is a function of Pd’s, it will be seen by referring 
to equation (5) that for a given engine Znm; is a fixed quan- 
tity, hence the force acting upon the teeth of the large wheel 
can be reduced only by increasing C. 
If we assume that the force at the pitch circle is taken by 
two teeth, the stress at the root of the teeth of the small 
worm wheel will be: 


UO 4.2 F 
(e——— 8 (15) 
Py) iF Ci p 
Where / = length of teeth below pitch circle = .35 p. 


b = breadth of teeth at root = Ci p (CG; varies 
from 2 to 2.5). 


t = thickness of teeth at root, assumed to be .5 p 
for teeth whose thickness at the pitch 
circle = .48 p. 


The stress at the root of the teeth of the large worm wheel 
will be: 


F,1,6 2.91 Fy 

i= = (16) 
2b, he C1 pr 

Ll, = .35f1, b: = c fi where ¢; varies from 2. — 


t; is assumed to be .6 fp: when thickness of 
teeth at pitch circle = .48 pu. 
To determine the number of teeth m: on the large worm 
wheel, we have from equation (16) : 


2.901 Fy 1222 n 11 CoS 
in = Dtte andepe— 
C1 pr GS M1 
Therefore 
Zune = PG in (Ca CO? S® 
A= ——__ 007 18 => —————————— 
2747 Gal G? S$? 4b 
Wurm 
Therefore 
27.7, fi GIGS: 
=< (17) 


Zrm 
rm 


n= — 


Ny 
n should not be less than 25, preferably 30. 


Referring to equation (5), it will be seen that the denomi- 
nator of equation (17) is a fixed quantity for a given engine 
[see also equations (1) and (7)], so any variation in the num- 
ber of teeth, and consequently in the pitch of the large worm 
wheel, will have to be made by varying the stress fi, the tooth 
breadth factor C,, and the wheel diameter factor C. In short- 
stroke engines, where the diameter of the large worm wheel 
will have to be small on account of the lack of space between 
the shaft and inner bottom, the wheel will be rather broad and 
of large pitch. If possible, it is well to have the stress at the 
root of the teeth not more than 3,500 for cast iron and 5,000 
for cast steel. In short-stroke engines the value of f: can be 
4,000, and wheels have been designed with f: = 4,500. It is 
advisable to make the worm wheels of cast iron and the worms 
of steel, as these work well together and the worm has more 
wear on it than the wheel. If the teeth of the worm and wheel 
are of equal thickness at the pitch circle, the stress at the root 
of the worm teeth does not need to be figured, as the worm 
teeth will be thicker than those of the wheel. When the teeth 


NOVEMBER, 1909. 


are of unequal thickness, the stress at the root of the worm 
teeth should be figured also. When the wheel is made of 
cast steel, the worm should be of bronze, as cast steel and 
wrought steel do not work well together. 


CALCULATIONS. 


We will design a turning gear for the engine whose calcula- 
tions were carried through by the author in previous issues of 
INTERNATIONAL MARINE ENGINEERING in an article on “Marine 
Engine Design.”* 

Indicated horsepower = 3,000. Piston speed = 850 feet per 
minute. Boiler pressure = 185 gage. Cylinder sizes and 
stroke, 23%4 inches, 41 inches, 64 inches by 42 inches. Let the 
main engine be turned over once in eight minutes, the turning 
engine making 250 revolutions per minute. Then, from equa- 
tion (1), 2 m = 8 X 250 = 2,000. 


(64)* X 2.5 X 42 


> 


= 208. 


From equation (5), d’s = 
2,000 X 65 

Let s = 6 inches, then d = 5.9 inches; use 6 inches. 

The mean effective pressure of the turning engine will be 
75 X .65 = 49 pounds, and the area of the cylinder 28.3 
square inches. 

Z = 49 X 28.3 X 6 = 8,325-inch pounds. 

We will make the worm wheel of cast iron and the worms 
of mild steel. Let the stress at the root of the teeth be not 
more than 4,000 pounds in the large worm wheel, the breadth 
of the wheel not more than 2.5 pi and the diameter of the 
pitch circle 1.5 S. From equation (17), 

27. 7X@A, 000) 215) (15) x (42) 


2 


i = = 4,145. 
8,325 X 2,000 
M1 = 64.4; use 64 teeth. 
2,000 
p= = 31.2; use 31 teeth. 
64 
From equation (13), 
1.5 7 42 
i = 3.085 inches; use 3.25 inches and 
64 


reduce the breadth of wheel. 
From equation (10), 
-384 X 8,325 X 31 


Ry == = QoRHo, 
3.25 
From equation (16), 
2.91 X 30,550 
Cc, = —— = Dil, 


4,000 X (3.25)? 


2.11 X 3.25 = 6.87 inches; use 7 inches 
breadth of wheel. 
From equation (16), 
2.91 X 30,550 
fi: = ———____—__ = 3,020 pounds. 
2.15 X (3.25)? 
64 X 3.25 
Diameter of pitch circle of wheel — = 66.2 


inches. 1 
For the small worm wheel we will use a pitch of 1.75 inches 
and let the breadth be 2.0 X 1.75 = 3.5 inches. 
Then from equation (8), 
96 X 8,325 
iP = = 4.570 pounds. 
1.75 
Then from equation (15), 


* See INTERNATIONAL MARINE ENGINEERING, July, 1908—March, 1909. 


International Marine Engineering 


427 


4.2 X 4,570 
f = ——————_—__ =. 3,140 pounds per square inch. 
2.0 X (1.75)” 
This wheel can be made narrower if it is desirable, as the 
stress is low, or the pitch could be slightly reduced. The 
diameter of the small worm wheel will be: 
1.75 X 31 
= 17.28 inches. 
Tv 
The indicated horsepower of the turning engine will be: 
2X 49 X 5 X 28.3 X 250 
—_______________ = 10.5 indicated horsepower. 
33,000 
The mean twisting moment on the crank shaft of the turn- 
ing engine will be: 
63,000 X 10.5 
= 2,650-inch pounds. 


250 : 

The maximum twisting moment will be 2 * 2,650 = 5,300- 
inch pounds. 

On the assumption that the bending moment is equal to 
one-half the twisting moment, and that the allowable stress 
on the shaft is 7,500 pounds per square inch, we get for the 
diameter : 


~ | 5 ges 


Diameter = 1.17 & 1.72 = 1.79 ins.; use 1.875 ins. 


7,500 
The factor 1.17 was obtained from the following table given 
by Unwin: 


Bending moment 


Twisting moment 
23 £2 J5 1 128 2S 78 2O 30 
Factor— 
Co) Tit IAD Lvl WHA ie4e) WE) iWo2 ws 
The small worm is to be keyed to the shaft so the diameter 
at the root of the thread = 1.875 + 1.1 X 1.75 = 3.80 inches; 
use 3.75 inches. 
Length of tooth flank = .35 X 1.75 = .618 inch; use .625 
inch. 
Length of face = .3 X 1.75 = .525 inch; use 5 inches. 
Diameter of pitch circle of worm = 3.75 inches + 1.25 
inches = 5 inches. 
Extreme diameter of small worm = 6 inches. 


1.75 
Angle of thread = tan —1 = 


= .IIT3 == 6.35 degrees. 
5 1 

The crank shaft for the turning engine was designed to re- 
sist a twisting moment equal to twice the mean, and a bend- 
ing moment equal to half the maximum twisting moment. The 
shaft of the large worm is not subject to such variations in 
twisting moment, as the fly-wheel on the crank shaft will cause 
this moment to be more uniform. The ratio of bending 
moment to twisting moment will depend upon the breadth of 
the wheel, and the radius of its pitch circle. In this case the 
half breadth of the wheel is 3.5 inches and the radius about 
8.5 inches, so the bending arm will be about .5 times the twist- 
ing arm. Since the stresses are more uniform, the allowable 
fibre stress can be increased to 9,000 pounds. 

From (12), M = .153 & 8,325 & 31 = 30,460-inch, pounds. 
Assume the maximum twisting moment = 39,460 & 1.25 = 
49,325-inch pounds. Diameter of shaft = 


* | 49,325 
THR NK ti ——— = 3.525 inches; use 3.50 inches. 
9,0c0 


Diameter of worm at root of thread = 3.5 + 1.1 & 3.28 = 
7.075 inches; use 7 inches. 


428 International Marine Engineering : 


Length of flanks = .35 X 3.25 inches = 1.14 inches; use 
1.125 inches. 

Length of faces = .3 X 3.25 =.975 inch; use 1.0 inch. 

Pitch diameter of worm = 7 inches + 2.25 inches = 9,25 
inches. : 

Outside diameter of worm = 9.25 inches ++ 2 inches = 11.25 
inches. 


3:25 
Angle of thread =tan —! = = .112 = 6.4 degrees. 
9.25 7 
The velocity of the small worm at the pitch line will be: 
250X ™X5 
= 327.4 feet per minute. 
12 


The force acting normal to the teeth is 4,570; force < 


NOVEMBER, 1909. 


THE STRENGTH OF KNEES AND BRACKETS ON . 


BEAMS AND STIFFENERS.* 


BY HERMAN R. HUNT. 


Ay examination of the midship sections of various United 
States naval vessels by the author showed that, in general, 
the depth and riveting of knees and brackets at the ends of 
beams and stiffeners are regulated by the depths of the beams 
and stiffeners, although the shapes, weights, and strength 
vary to a considerable extent. It was therefore thought in- 
teresting to investigate the strength of the knees and brackets 
at the ends of the various beams and stiffeners. 

Since the case of stiffeners and beams with brackets at the 
ends is like that of beams with knees at the ends, we will 
consider in this article the case of beams supported by knees 


velocity = 4,570 X 327.4 = 1,496,218. Referring to Mr. , at the ends. 


Lewis’ experiments, it will be seen that the worm will be 
likely to work without cutting for the short periods that the 
engine will run. 


The beams and knees investigated are given in Table I. 
and by sketches on page 429. The riveting in the beam 
knees of the Olympia, Nashville, and Dubuque was assumed 


22-KNOT TORPEDO CRUISER FOR THE OTTOMAN NAVY. 


The Turkish Torpedo Cruiser Peik=i=Schevket. 


The Ottoman navy has recently been augmented by a high- 
class torpedo cruiser, known as the Peik-i-Schevket. This ves- 
sel, together with her sister ship, Berk-i-Satvet, were built for 
Turkey at Kiel-Gaarten by the Fried. Krupp Aktiengesellschaft 
Germaniawerft. They have a gross registered tonnage of 702 
tons each, and are propelled by twin screws, driven by vertical 
triple-expansion engines of 6,000 indicated horsepower. The 
principal dimensions of the hull are: Length, 262 feet 5 
inches; breadth, 27 feet 6% inches, and draft, 8 feet 2.5 inches. 

The total displacement at the trial trip trim was 775 tons, 
and the speed attained 23 knots, or I knot in excess of the 
contract speed. The cruisers have a steaming radius of 3,240 
miles, having a coal supply of 240 tons. 

These new Turkish war vessels have an armament consisting 
of two 4.13-inch guns, also two Hotchkiss quick-firing guns, 
together with two 1.46-inch guns and half a dozen 2.25-inch 
guns. The torpedo armament includes one bow tube and two 
deck tubes, all for 17.7-inch torpedoes. 

Both boats were laid down in 1go6 and completed in 1907. 
The Berk-i-Satvet attained a speed of 23.1 knots on trial. 


from the practice iound in the other ships, and some of our 
leading shipyards, for the same sized beams. In all other re- 
spects, the data is taken from work as actually installed in 
the ships named. 

In general, this table shows, in columns 1 to 7, that the prac- 
tice in United States naval vessels is to make the depths of 
knees three times the depths of beams, and to use one 34-inch 
rivet in the knees per inch depth of the beams. The excep- 
tions to this statement are the 6-inch beams of the Salem, 
and the 5-inch beams of the Vermont. For comparison, the 
number and size of rivets required by Lloyd’s Rules for the 
same knees are given in columns 8 and 9, and are determined 
entirely from the depths of the knees. 

The strength of knees at the ends of a beam depends to a 
great extent on the depth and the thickness of the knees, and 
the number of rivets placed therein, ahd must be considered 
with reference to the strength of the beams supported. 

The rivets and plating in the knees must be able to resist 
the shearing and crushing forces caused by loading the beam 
to the point of rupture. Rupture by shearing or crushing 
may be caused either by the concentration of a load at one 


* Read before the American Society of Naval Architects and Marine 
Engineers, June, 1909. 


NOVEMBER, 1900. 


| 10"BEAM KNEE eo Bent KNEE 


9" BEAM KNEE 


WITH i0-2°RIVETS WITH 9-2 RIVETS WITH 8~z RIVETS 
A Vou 
i Fie.6 
| Fio.4 7° BRACKET 6"BEAM KNEE 


7'BEAM KNEE 


K WITH S-2"RIVETS 
WITH 7-2" RIVETS 


WITH 6-2°RIVETS 


5° BRACKET 
WITH 5-3°RIVETS 


G6" BRACKET 


WITH 5-2" Rivers WITH 5-2 RIVETS 


Fic. 10 
4° BRACKET 
WITH 4-2°RIVETS 


Fis. 11 
4 BRACKET 
WITH 4-3 RIVETS 


Fie. 12 
33° BRACKET 
WITH 4-2° RIVETS 


BEAM KNEES AND BRACKETS TAKEN FROM PRACTICE. 


end of the beam or by the combination of the forces due to 
loading the beam between the supporting knees. 

If the load is concentrated at the end of a beam, the shear- 
ing and crushing forces are uniformly distributed among the 
rivets, and are vertical. If the beam is loaded between the 
supports, the shearing and crushing forces are the resultants 
of the vertical forces due to the load, which are uniformly 


DABLE 1 COMPARISON OF STRENG TH OF BEAMS WITH’ STRENG TH OF KNEES AND BR ACKETS, TAKEN BROM PRACTICE. ' 


International Marine Engineering 


429 


distributed among the rivets, and the horizontal forces, due 
to the bending moment, which are distributed among the 
rivets in proportion to their distance from a pole through the 
center of gravity of the area of all the rivets. 

Columns 10, 11, and 13 of Table 1 show that, with the knees 
ordinarily used in the United States naval vessels, the re- 
sistance to shearing of the rivets in the majority of cases is 
from 60 to 80 percent of the resistance to shearing of the 
beams. The resistance to shearing of the rivets would there- 
fore limit the load that could be concentrated at the end of a 
beam under ordinary conditions. This load is, however, large 
in comparison with the load that can be concentrated at the 
middle of the beam, even when considered with the weight of 
the beam itself. The deck beams of the Vermont are 10 
inches by 336 inches by 336 inches by 21.8 pounds, and are 
allowed to have a maximum span of 18 feet between sup- 
ports. Under this condition, the load which, when concen- 
trated at the middle of the span, will rupture the beam by 
bending is 16.7 tons. This load added to the weight of the 
beam, 0.18 ton, gives a total load of 16.88 tons. From the 
table, column 11, we find that the rivets in one knee have a 
resistance to shearing of 98.6 tons, and will support a load 
six times as large as the total load given above. 

The vertical stresses on the rivets, due to loading the beams 
at the middle, were found to be small when compared with 
the maximum horizontal stresses due to the bending moments. 
The resultants of the stresses, due to the loads and bending 
moments, were found to be but little larger than the stresses 
due to the bending moments alone. In the above case of the 
Vermont's deck beam, the following stresses were found: 


Due to Due to Resultant 
Load, Bending Stresses, 
Tons per Moment, Tons per 
Square Tons per Square 
Inch. Square Inch. Inch. 
Shearing stress. 1.91 18.09 18.13 
Crushing stress jin front of rivets. 1.50 28.43 28.47 


The differences between the resultant stresses in the table 
and the stresses due to the bending moment are less than one- 
half of 1 percent of the resultant stresses. Since these dif- 
ferences are so small, the stresses due to the loads have been 
neglected. The resisting moments of the beams and the 
riveting in the knees only have been compared. 


: Q | 6 Ratio = 
2 ivets Bending Moment 
Beam & lerg ei Required | Load to Shear,Tons. | Shear Rivets to Produce Rupareh in 
SS eH de 2 a by ‘ =e Foot Tons. 
A IM) 3] & Si ge | Lloyd’s. Shear Beam 
Name : | 6 lesa = ace Re | see 
oh o Bs By aes a a a {ls 
: o ne Z ; || eR A a7 | a4 
SL: a Nel PMH Wii lk ee to Boe | Behe 
Type 3 on | 2 Cc i) 6 8 g a 3 4 # 3 2A BA aN as 
of Size. né ©) g o-4 ic re a 3 P 4 nn 1 co | b0y3 | mee 52 44 
Section. A a § Fs Ss) i) i ll ea G &F : 3 By We) || ES) |) | EPS) 
= s 3 4/A es |2}|/P | | 2) go] so eel ae 
> - oO a n° 
5 5 o |e | EM | 5% 
i ea | eae oa ANS WORSE 
1 2 3 4 5 6 7 8 9 10 11 12 13 14 5 |} 1G |] TH 18 | 19 
IE —|—$———} ome! | 
*Olympia....| Angle... ..| 10”X34” X26.5 Ibs....... Die’ | By? |) 3 | 10 1 7 |7/s” \164.8 | 98.6 | 94.0 60 .57 | 5385 | 559 | 57 58¢ 
Vermont.....| Channel...| 10”X3#”X82X21.8 Ibs...| 3/3” 30” | 3 10 1 7.|7/s” 1136.4 | 98.6 | 94.0 2 -70 453 359 31 683 208 
Rhode Island! Bulb angle} 9” 33” X21.8 lbs........ 7/16” Pf? |) 33 10 2 6 |7/3” |134.6 | 98.6 | 80.6 74 -60 | 375 | 498 | 473 | 710 | 495 
Rhode Island] Bulb angle} 8” 33” X19.23 Ibs....... 13/35”) 24 1.3 8 3 6 |7/s” |120.1 | 78.8 | 80.6 . 66 .67 | 290 | 396 | 406 | 525 | 425 
Rhode..Island| Bulb angle 3" X18. 25 Ibs. _ | 7/16” 21” | 3 Ie 4 5 | 7/3” {111.6 | 69.0 | 67.2 62 -60 | 244 | 294 ; 312 | 360 | 327 
Vermont.....! Angle.....| 7”X34”X15 Ibs. sol) Yao 1 Pal? 1 33 7 4 5 | 7/3’ | 90.8 | 69.0 | 67.2) .76| .74 | 133 | 204 | 312 | 360 | 397 
Vermont.....] Channel...) 6”X34”X3#”X15 Ibs... :0.35”| 18” | 3 ;  @ 5 6 ) 3/4” | 93.3 | 59.1 | 59.1 .63 -63 | 196 | 224 | 224 | 273 | 273 
Salem....... Channel...) 6” 1.92” X1.92”X8 lbs..} 0.20”) 18” | 3 UN Oi BSA BP) GOON) 2.83 |) ahs¥ -98 | 106 | 250 | 191 | 163 | 125 
*Nashville...| Bulb angle| 6”X3”X13.75 Ibs........ 3/3 1SORS GB} & 5 | 3/4” | 83.9 | 59.1 | 49.3 .70 .569 | 158 | 224 | 191 | 273 | 234 
Rhode Island} Bulb angle] 6”X3”X12.3 Ibs......... 18%} 3 ; @ } & 5 | 3/4” |.76.8 | 59.1 | 49.3 17 .64 | 149 | 224 | 191 | 273 | 234 
Rhode Island] Angle.....| 6”X3%”X13.5 Ibs 18” | 3 6 5 5 | 3/4” | 81.2 | 59.1 | 49.3 73 -61 | 101 | 224 | 191 | 273 | 234 
Vermont..... Angle..... HN S} liekoododouse 18” | 36/1, | 6 7 5 | 3/4” | 57.6 | 59.1 | 49.3 | 1.03 85 60 | 224 } 191 | 273 | 234 
Des Moines...| Angle.....| 44”X3”9.1 lbs We? | AR A! 8 4 3/4! 53.3 | 39.7 | 39.7 dS .75 | 49] 99 | 99 | 121 | 121 
*Dubuque...| Angle.....| 47X3”X8.5 lbs.......... 10” | 2/2 | 4 9 4 | 3/4” | 49-1 | 39.7 | 39.7 81 .81 | 39] 78} 78] 90] 90 
*Dubuque...| Angle..... BY SCO. 6 Ibs 10” | 25/, 4 9 4) %/," | 38.6 | 39.7 | 39.7 | 1.03 | 1.03 | 26] 78] 78] 90] 90 


* Number of rivets assumed from araenalitee on U.S: Naval vessels. 


430 


International Marine Engineering 


CONTINUATION OF TABLE I. 


Riveting Moment. 
Ratio = —____—_—_—_ 
Beam Moment 
Name of Ship. 
Shearing, Shearing, Crushing, Crushing, 
Wi. Ss ING Lloyd’s. We So ING Lloyd’s. 

20 21 22 23 
*Olympia. .. .. 1.05 1.07 1.28 1.12 
Vermontiia tas er eerne 1.23 1.26 1.57 1.37 
Rhodelisland: pepe 1.33 1.26 1.89 132 
Rhode Island............ 1.37 1.40 1.81 1.47 
Rhode Island. .:.-. 2... -- 121 1.28 1.48 1.34 
Vermontseee ene eee PPR 2.35 2.71 2.46 
Vermontipindayecee eer 1.14 1.14 1.39 1.39 
SEiGinweeosashoduoeencd: 2.36 1.80 1.62 1.18 
= Nashvillessececeereetie 1.42 1.21 1.73 1.48 
Rhodewslandteecereeerer 1.50 1.28 1.83 1.57 
Rhode Island:........... 22 1.89 2.70 2.32 
Vermontsie ancien enon Botts 3.18 4.55 3.90 
IDES WISNER 5906500006000 2.02 2.02 2.47 2.47 
SADISTIC HSS cgn0b0d0000500 2.00 2.00 2.31 2.31 
PAD UW MOsoccoogco uc voce 3.00 3.00 3.46 3.46 


* Number of rivets assumed from practice on U. S. Naval vessels. 


7 BEAM KNEE 


S” BRACKET 


10° BEAM KNEE 
WITH 10-2" RIVETS 


WITH 7-2" RIVETS_ 


WITH 6-2° RIVETS 


Fig.2 


Fig 5 


Fig.8& 
4¢ BRACKET 


9° BEAM KNEE 
WITH 10-2" RIVETS 


6" BEAM KNEE 
WITH 6-2" RIVETS 


WITH 4-2 RIVETS 


(2 
of 
; Fig 3 
| 8" BEAM KNEE 


6° BRACKET 
WITH 7-2" AIVETS 


a BSE 
WITH 4-2 RIVETS: 


BEAM KNEES AND BRACKETS RECOMMENDED. 


WITH 8 -2°RIVETS 


1 


NOVEMBER, IQ09. 


The resisting moments of the beams were calculated without 
taking into account the deck plating riveted to the beams, 
but considering one 34-inch rivet hole in the shorter flanges 
at the sections of the beams. The deck plating was omitted 
because of the wide variation of thickness used on the same 
beam under different conditions. 

Columns 15, 16 and 18 of Table I. give the moments 
required to rupture the beams and cause failure of the rivet- 
ing by shearing or crushing of the metal. For compari- 
son, the moments that will cause failure of the riveting re- 
quired by Lloyd’s Rules for the same knees are also given in 
columns 17 and 19 of the same table. These moments were 


My 
calculated by the formula f = ——, where f equals 63,000 
If 


pounds per square inch tensile stress, 50,000 pounds per square 
inch shearing stress, and 96,000 pounds per square inch crush- 
ing stress, and are expressed in foot-tons. The moment of 
inertia of the rivets in every knee has been taken about a pole 
through the center of gravity of the area of all the rivets in 
the knee. ‘ 

Columns 16, 17, 18 and 19, show that the riveting of beam 
knees as required by Lloyd’s Rules gives approximately the 
same resistance as the riveting according to the ordinary prac- 
tice in United States naval vessels. In general, however, the 
riveting for knees having a greater depth than 18 inches, as 
required by Lloyd’s Rules, is slightly stronger than that used 
in United States naval vessels, and the riveting for knees 
having a depth of 18 inches and less, as required by Lloyd’s 
Rules, is somewhat weaker than that used in United States 
naval vessels. If we exclude the last four beams and the 
protective deck beam of the Olympia, the resisting moments 
of the riveting have a ratio to the resisting moments of the 
respective beams varying from 1.14 to 2.21 for United States 
naval vessels, and .97 to 2.35 for Lloyd’s Rules in the case of 
shearing, and from 1.48 to 2.71 for United States naval ves- 
sels, and 1.18 to 2.46 for Lloyd’s Rules in the case of crush- 
ing the metal in front of the rivets. The largest ratios oc- 
curred in the 7-inch and 6-inch angle bars. 

The variations in the above ratio appear too large. It seems 
more logical to design the riveting and depth of knee in such 
a way that the ratio of the resisting moments of the rivets to 
the resisting moment of the beam shall be kept between more 
narrow limits. It is recommended that these limits be made 
1.20 and 1.60 for shearing, and 1.30 and 1.80 for crushing the 


TABLE I]—COMPARISON OF STRENGTH OF BEAMS WITH STRENGHTH OF KNEES AND BRACKETS RECOMMENDED FOR USE. 


Ratio = 
Load to Shear. Bending Moment to Pro- 
BEAM. Depth | Ratio—= Tons. Ratio | duce Rupture-Ft. Tons.| Rivet Mom. 
of Knee Oo. — 
or Depth Knee | of ?”°} Figure Shear Rivets Beam Mom. 
Brack- - Rivets. 0. ——-— 
et. | Depth Beam. f Shear Beam.| Bend- | Shear- | Crush- 
Type of Thick- Beam. | Rivets. ing ing ing in | Shear- | Crush- 
Section. Size. ness. Beam. | Rivets. |Front of] ing. ing. 
Rivets. 
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 
Bulb angle.........] 10” X34” X26.5 lbs....... 31/64” 33” 3.3 11 -. | 164.8 | 108.5 66 535 661 751 1.24 1.40 
GHaanels HboGabBoOd 10” X38” X32” X21 llos,.|) Ba” 30” 3 10 1 | 136.4 | 98.6 12 453 559 683 1.23 1.57 
* Channel..........} 9”X34” X34” X20.5 Ibs...| 3/8” 27” 3 9 2 | 127.0] 88.8 .70 388 457 558 | 1.18 1.44 
Bulb angle.........| 9”X34”X21.8 lbs........ UGE 27” 3 9 2 | 134.6 | 88.8 65 375 457 651 122) 1.74 
*Channel..........| 8’X34” X3}"X18.7 lbs...| 3/8” 24” 3 8 3 | 116.0 78.8 -68 319 396 485 1.24 1.52 
Bulb angle......... 8”X34"”X 19.23 Ibs....... 13/30! 24” 3 8 3 | 120.0 78.8 .66 290 396 525 IES (alles 
*G@hannelee eee on MONO ON Os OXIL de OLDS e ey mns/ sie 210 3 7 4 | 106.0} 69.0 65 254 294 309 Ua} |} 31,29} 
Bulb angle.........| 7”X34”X18.25 Ibs....... T/i6” 21” 3 7 4/ 111.6 | 69.0 62 244 294 360 1.21 1.48 
ple S31" 15 Ibs..........| 2/r6” 15” 21, 5 5 | 90.8] 49.3 54 133 158 226 1.19 1.70 
Channel 6” X34" X34” X15 Ibs..... 0.35” 18” 3 6 6] 93.3 59.1 63 196 224 273 1.14 1.39 
Bulb/angle..... |... CEXSExdan7bilbseeernins 3/3” 18” 3 5 7| 83.9] 49.3 59 158 191 244 1.21 1.54 
Bulb angle....-....| 6”X3”X12.3 Ibs-........| 5/16” 18” 3 5 7] 76.8) 49.3 64 149 191 203 1.28 |} 1.36 
Angle... 62X34"X13.5 Ibs... 5.02. T/16” 15” 24 5 8{ 81.2] 49.3 61 101 158 226} 1.56 | 2.24 
*(Channel Wee terels SEXOOXSOxXcL Zh OllbSeeeren 3/3” 16” 31/5 5 on 77.2 | 49.3 .64 126 168 208 | 1.33 1.65 
[XA o}ol0000.0dd00 XY 6ccc0ndc0a} Ya” 14” 24/5 5 9| 57.6) 49.3 -85 60 144 177 | 2.40} 2.95 
IN Booodlbocoodebe CEOSEY SI EL oooads00 3/3” 12” 22/3 4 10>} 53.3 || 39.7 .75 49 99 121 2.02 | 2.47 
Angletanmeieer-ierie CUS EY SEV Soe acoo6odo00 3/3” 11” 23/4 4 il 49.1 39.7 81 39 88 103} 2.26] 2.64 
Angle sate ee” YOY OGM oncodode 5/16” 10” 28/5, 4 12} 38.6} 39.7 1.03 26 78 90} 3.00} 3.46 


* Proposed new 


shapes. 


NovEMBER, 1909. 


metal in front of the rivets in the knees of all beams deeper 
than 5 inches. For beams 5 inches in depth and less, it is 
recommended that sufficient rivets be used to close the ,joint 
efficiently without fixing the maximum value of the above 
ratios. 

Table II. and the sketches on page 430 have been pre- 
pared in accordance with the above recommendations. The 
desired ratios of resisting moments have been obtained by 
varying the depth of the knees or the number of rivets. In this 
table 34-inch rivets have been used for all beam knees, but, 
had any beam been of a thickness outside of the limits re- 
quiring 34-inch rivets, it would have been necessary to use 
rivets of appropriate diameter for that thickness, and modify 
the number of rivets in order to keep the ratios of the re- 
sisting moments of the riveting to the resisting moment of the 
beam within the prescribed limits. 

These results hold good for both knees and brackets used on 
either beams or stiffeners. 

In the case of brackets, the rivets should be so disposed that 
the brackets will be equally strong along both riveted sides. 

The comparison between the resistances of a beam subjected 
to bending and the shearing of the rivets in its knees by twist- 
ing was originally done under the direction of Professor W. 
Hovgaard for use in the instruction of the assistant naval 
constructors at the Massachusetts Institute of Technology. 
The results of this comparison convinced the author that they 
would be of interest to this society. He therefore investi- 
gated the resistance of the metal to crushing in front of the 
rivets. The tables therefore show a comparison between the 
resistance of the beam and the resistance of the riveting in the 
beam knees to shearing and crushing of the metal in front 
of the rivets, when the whole beam is subject to bending. 


MACHINERY AND PIPING ARRANGEMENTS 
ON BOARD SHIP--I. 


BY JOHN M’COLL, 


THE BOILER ROOM. 


The machinery. arrangement, in connection with a vessel to 
be built, is usually the first drawing made by the engineers. 
It deals with the position and relation of the engines and 
boilers to the ship; with hatches, casings, bunkers and water- 
tight doors; with the position of the funnel or funnels, screen 
bulkheads and entrances, etc. This drawing is made to a scale 
of % inch to the foot, and should be as complete as possible. 
Such parts as boiler stools, angles for platforms and gratings, 
strong beams and air screens, can be shown in detail, and 
should be given to the shipbuilders, thus avoiding the giving 
of separate detailed drawings later. 

In beginning an arrangement drawing the specification 
should be read over very carefully. Some specifications leave 
no doubt as to what is required, but should the information 
given be meagre, or open to question, notes should be taken of 
each item, and these so arranged that they may be submitted 
to the superintendent at the first opportunity. If the job in 
hand is in some respects similar to others already completed, 
and if the items in question can be settled by the manager, it 
will be a help to make a list headed as shown, filling in under 
the different engine numbers what has been done in each case. 

Items. No. 241. No. 260. No. 273. New No. 
Feed pipes. Copper. Copper. Steelisa guiness: 

The usual drawings supplied by the shipbuilders, on which 
to start the work, are a profile from the machinery space aft 
to the rudder post, and one or two sections. If the engines 
are near the stern, or if the ship fines quickly in way of the 


International Marine Engineering 


431 


engines, more sections will be required, especially should there 
be many auxiliaries in the engine room. 

In general, the engines and boilers should be close together, 
so that the steam, feed water and other connections may be 
short, and the supervision of the stokehold simplified. Their 
relative positions, however, depend on many things, such as 
the position and capacity of the coal bunkers, watertight 
bulkheads, and the ship’s accommodation. In high-powered 
ships the position of the center of gravity of the machinery, 
fore and aft, and vertically, is important; especially is this so 
in the case of fast coasting or channel steamers, torpedo-boat 
destroyers and cruisers. 

Divide, for convenience, the machinery arrangement into 
two parts, the engine room and boiler room, and begin with 
the boiler room. The ship designers usually fix provisionally 
the position of the bulkheads containing the machinery space. 
The width of hatches and casings may also be fixed, but these 
can generally be modified to suit the arrangement. In ships 
requiring much accommodation, the designers naturally wish 
to use all the space they can possibly utilize; on the other 
hand, the engineers must see that they have sufficient room 
for the proper working and maintenance of their part of the 
ship. In cargo vessels the engineer can generally get the re- 
quired room easily, but in passenger steamers he has to have 
good reasons for the space he occupies. 

Beginning with a simple case, that of a ship with one or 
two boilers, the arrangement may be as that shown in Fig. 1. 
The boiler is fired from the forward end and has a dust-tight 
screen at the aft end, round it, and extending across to the 
ship’s sides. The advantages of this position are that the 
back end of the boiler is in the engine room, allowing nearly 
all of the boiler mountings to be placed there, the engine room 
is kept free from dust and grit, and the bunker doors placed 
so as to minimize the trimming required. In fixing the dis- 
tance from the bulkhead to the front of the boiler, theories 
may vary as to the suitable distance for a fireman to work in; 
but as tubes have sometimes to be renewed, it is necessary that 
the distance be not less than the length of the tubes. It will 
be found that an allowance of 9 inches over the length of 
tubes will satisfy ordinary requirements. The height from 
the floors to the underside of the boiler may vary from 3 
inches in ships with no water ballast to 2 feet in ships with 
water ballast. In the former case it is usually the height of 
the deck over the boilers that keeps them low. In ordinary 
cases, if possible, the distance should not be less than 12 
inches, so that proper care may be given to both the under- 
side of the boilers and the tank top. 

The boiler stools may be built of plates and angles. as shown 
in Fig. 2, or of cast iron, as in Fig. 3. The former are prefer- 
able, as they become’part of the ship’s structure, can be better 
stayed, and are lighter. Stools should be placed directly over 
the floors and, if this is not possible, as in the case of some 
double-ended boilers, a bridge piece connecting the two floors 
between which they rest should be fitted. Tie plates, in ships 
with shallow floors, should be arranged to distribute the 
weight of bailers over as many floors as possible, and in ships 
with ballast tanks the tie plates should not prevent access to 
the bottom of the boilers. 

Pitching chocks to prevent movement fore and aft will be 
required, and these are best placed at the forward and aft 
ends. They should span two floors, and be well secured to 
the tank top with heavy angles. Heavy plates 34 to 1 inch 
thick should be used; and for large boilers, doubling pieces to 
broaden the bearing surface, as shown in Fig. 4, will be an 
advantage. Should the height of boilers exceed 15 inches, the 
chocks should have a side stay. Angles for stools and pitch- 
ing chocks should be riveted to the tank top early, so that the 
tank testing is not interfered with. 

To keep the boilers in place when the ship is rolling much, 


432 


International Marine Engineering 


NovEMBER, 1909. 


BRIDGE DECK 


State 
Rooms 


UPPER DECK 


Cargo 


MAIN DECK 


FIG. 


two methods may be adopted; first, that of bar stays and 
palms, as in Fig. 5; one palm is riveted to the boiler, the 
other to some rigid part of the ship, usually the deck coaming 
plate, as in Fig. 1A, or to the boiler stools, as in Fig. 1B. In 
Fig. 1B the stays need not be round bars with forked ends, 
but could be cut from plate, say, 1 inch thick by 4 inches 
broad, doubled. Another method to prevent movement is that 


shown in Fig. 6. Care in this case must be taken to sufficiently 
stiffen the bunker side. 

In arrangements with two or three boilers abreast, the dis- 
tance between each will depend on whether the passage from 
engine room to stokehold, or stokehold to stokehold, is to be 


b 


LOOKING AFT 


iL, 


between the boilers or at the ship’s side. If the passage is at 
the side, the distance between boilers should be at least suffi- 
cient so that each can be properly lagged; but if the boilers 
are required to be very close together, the butt straps can be 
kept out of the way, and the rivets in the circumferential 
seams at the center line countersunk. In any case the passage 
should be large enough to allow a man to pass through up- 
right; and if possible, it should be on the same side as the 
engine starting platform. 

In fixing the distance between boilers facing each other, 
whether single or double-ended, the ventilators, air trunks (if 
forced draft), the position, and means of access to the gage 
glasses and other mountings, all have to be considered, and 


LOOKING FORWARD 


Fic. 4. 


as these vary in each ship, a set distance is not easily fixed. 
However, it is found that from 11 to 13 feet between boiler 
fronts gives a fair stokehold. In placing single-ended boilers 
with their backs to each other, or to a bulkhead, room should 
be left sufficient to allow a man in to do slight repairs. If 
back to back, as in Fig. 7, the distance should not be less than 
18 inches, as, with about 3 inches covering on each, the space 
would then be 12 inches. If the back end is next a bulkhead, 
the same distance should be maintained, to allow for bulkhead 
stiffeners, 


NovEMBER, 1909. 


Auxiliary boilers, whether connected or not to the main 
steam system, should, if convenient, be placed at the aft end 
of the stokehold, so that they may be near the pumps, etc. 
In other respects they are dealt with as main boilers. If used 
for winches only, they are sometimes placed on the same deck 
as the winches, and between the engine and funnel hatches. 


Fic. 5. 


In this case, the deck supporting them has to be specially 
strengthened, and, owing to their elevation, extra precautions 
are required to prevent them breaking loose in rough weather. 

As the arrangement of bunkers and casings depends so 
much on the type of ship, only general statements can be made 
here. With the boilers placed alongside a bunker, the mini- 
mum distance between them should be 9 inches. With a 
cross bunker between the engine and boiler rooms, passages 


International Marine Engineering 


SHADE DECK 


433 


should be to provide sufficient room for the boiler mountings, 
main and auxiliary steam pipes, etc., and to see that these are 
readily accessible. If the fiddleys.are to give access to the - 
stokeholds, they must be large enough to admit the use of 
sloping ladders, and care should be taken to see that the ven- 
tilators and fan trunks, if any, do not block the natural air 


36 Clear for 


Plate the Thick , Expansion 


Angles 3x37 6 


EE 
De en ee 
—~_—_— 
| 
Le To Ship Side 
—__ 


Fic. 6. 


supply to the stokeholds. If the outer funnel only is to be 
suipported by the casings, as in Fig. 7, bracket plates are fitted, 
and if the whole funnel is to be supported, as in the largest 
vessels, the arrangement may be similar to that shown in Fig. 
8. In the latter case, the inner funnel has a simple sliding 
joint as its base, the lowest tier of riding plates between the 
funnels being riveted to both, and the remainder to the inner 
funnel only. This allows for the different expansions. The 
outer funnel brackets rest on the casing, strong beams and 
brackets taking the whole weight off the smoke-boxes and 


PROMENADE 


= 
Entrance 


to 
Stokehold 
Passage 
1G 


Cross Bunker 


s 


— 

 S W.T. 

Door, 
546"Wide 
Passage to 


Stok ehold 
| ibs 


Y 


Portable 
Plate 


Ww —- 
© 

i Funnel + 

{ Supports. 
Pie s 1 


|| ~y4¢Grating 


ol 


| 
PLAN OF CASING TOP 


FORWARD.STOKEHOLD LOOKING AFT 


FIG. 7. 


are required for communication and for steam pipes. Should 
the main passage not be used as a recess for auxiliaries, its 
width should not be less than 36 inches, and, if fitted with a 
watertight door, it should also have a wood door. 

When the boilers are surrounded by bunkers, recesses or 
passages to the ship’s sides are required for the blowoff cocks, 
firemen’s water-seryice cocks, and the ash ejector pump and 
sea suction valve. One frame space is usually sufficient for 
these recesses, and the height need not be more than neces- 
sary to give access to the cocks and valves. 

In arranging the boiler casings, the engineer’s first care 


boilers. The screen bulkheads, or air screens, should be car- 
ried down as far as possible, to prevent the tendency of the air 
supply to make a short circuit instead of going to the furnaces. 

The position of the fans for assisted draft is usually at the 
fiddley top, with air trunks led into the ventilators. For 
forced draft the fans may be at the top or bottom of the fid- 
dley. At the top their supply of air is right, but long trunks 
are required to reach the boilers. They are too much out of 
the way of the engineers, and, if they make any noise or cause 
vibration, they may be a source of complaint from the pas- 
sengers. At the bottom of the fiddley, they are near their 


434 


International Marine 


Engineering NovEMBER, 1909. 


i ————————_e___avaQQQa@Q_—@Qwv“V—“_e_ 


work, easily attended to, and out of the way of passenger ac- 
commodations. Proper seating and heavier scantlings can 
also be used here, and vibration will be avoided; on the other 
hand, unless enclosed, they will get their share of the stoke- 
hold dust and grit. 

In closed stokehold arrangements, the fans are placed on the 
deck above the boilers, and the type of fan will determine 
whether they project through the deck or not. Fig. 9 shows 
an arrangement suitable for a fast coasting steamer. The 
difficulties with this type of ship are the lack of roof avail- 
able, the smoke-boxes are crushed down, making, the angles 
so flat that soot is allowed to lie and gets burned, causing the 
plates to be unduly heated. The passages to the fan rooms 
are awkward, and the principal boiler mountings are practi- 
cally outside the stokehold. 

The angle of the underside of the smoke-boxes should not 
be less than 35 to 37 degrees, and there should be no flat parts. 


supply, so that these must be ample to meet this requirement. 
They should be carried down to about 8 feet from the stoke- 
hold floor and, if the lower ends foul the smoke-box doors 
when open, may be made to telescope, or hinge out of the way. 
If used as ash hoists, they should be bell-mouthed and fitted 
with wood runners. For ordinary requirements the cowl 
diameter is twice that of the body. The thickness of body is 
from 14 to 12 L. S. W. G., and the cowl from 12 to Io 
iL, Si Wo G 

Unless in the largest ships, where the boilers may be at a 
distance from the engine room, it is not necessary to provide 
for feed pumps in the stokeholds. The ash ejector pump, 
however, is suitably placed there and, if convenient, the recess 
for blow-off cocks may be enlarged to receive it. The num- 
ber of ejectors will be fixed by the specification, but they 
should be placed equally on both sides of the ship. The seg- 
ments at the top must be accessible from the stokeholds or at 


Door in Screen Balkh’d 
to top of Boilers! Port 
‘and Starb’ d 


ot 0 
93 '/ / Bunker 


T 
1 


O/i\; 
Ve 
Ua; 


/ 


AFT STOKEHOLD LOOKING FORWARD 


fm Lee [a [ee a ae ee fe ee ee 


SSS Somme 
t 
1 
J 


Bunker Bunker 


Rae al 


FIG. 


The smoke-box should be supported from the boilers, not by 
beams or the casings. If there is more than one boiler, the 
smoke-box area for each should be a little more than its 
share of the funnel. The inner funnel area may be one-fifth 
the total grate area. The diameter and height of the outer 
funnels are usually made to suit the appearance of the ship. 
If the funnel is not to be double, an air casing should be fitted 
up to where it commences to rake aft, and should be 6 to 8 
inches greater in diameter. The lower part of the break- 
water should suit the hole in the casing top, and may be 9 
inches clear of the funnel all around, the upper part projecting 
at least 3 inches beyond, and being attached to the funnel. 
The fiddley top is filled in with grating, except for as much 
as will support the ventilators. In very heavy weather the 
grating may be covered over with canvas or sheet-steel plates. 
The ventilators would then be the only source of natural air 


8. 


the place for changing and renewing these, and for attending 
to the valve. The means for getting there will vary, but two 
ways are shown in Figs. 7 and 8. 

The ash-hoist engines are placed high up in the fiddley and, 
if no ash chute is fitted, they should be at a deck where there 
is easy access to the ship’s side for tipping the ashes over- 
board. 

Ladders and gratings ought to be arranged to give the 
easiest passage to the parts requiring them. Vertical ladders 
should be avoided, and it is better to have shorter ladders 
with landings than very long ladders. The usual width of 
stokehold ladders is 18 inches, and the main ones should be 
double sparred. The gratings vary in width to suit their 
positions; but where single-width gratings are used, these 
should not be less than 18 inches broad. 

(To be continued.) 


NOVEMBER, 1909. 


PROPER METHODS OF OPERATING AND CARING 
FOR A YARROW WATERTUBE BOILER IN 
ORDER TO GET THE GREATEST EFFICIENCY. 


In considering the subject of the relative merits of Scotch 
and watertube boilers, the fact is frequently stated that the 
watertube boiler requires excessive coal consumption. When- 
ever this is true, it is due largely to mismanagement of the 
boiler, rather than to any inherent fault of the boiler itself. 
Excessive coal consumption of watertube boilers is usually 
due to the fact that too little coal has been consumed per 
square foot of grate surface. The elasticity of construction 
of the watertube boiler makes it fully able to stand forcing, 


International Marine Engineering 


435 


usually is in Scotch boilers, it is impossible to obtain like 
results. The need of a training school for stokers for such 
boilers is very urgent. 

The reason for burning a large amount of coal, rather than 
a small quantity per square foot of grate area, is because 
combustion is more complete when rapid. The temperature 
of the furnace is also maintained at a higher point, thus in- 
suring complete combustion before the gases pass through the 
tubes. It is true that in some designs of watertube boilers, 
slow combustion may be necessary, because in such designs, 
if the rate of combustion is very high, the heat absorbed by 
the lower row of horizontal tubes may be too great for the 
capacity of the tubes for generating steam, consequently the 


an 
i 4 
! 
u 
IL She eset | 
iZ = | 
1 | 
I; ||Fan || Room 
ie 
ipa Pipe 
; || Passage 
1 2B 
ir Tight Screen ~ , ,, WG Coal 
20:3 j 5 (9: i 
orl : W.T. ||| Passag 
Deer|l| aie = | Door || Ain 
IJ Lali m \ Look J 
ir 
[oso || | [malanres i cs | Ie : z 
AFT STOKEHOLD LOOKING FORWARD 
DB 
(aal| 
Coal A 
\ieee/ Maan Engine () ey 
i Vent ~ ehh" Stokeh’dl 274 Vent 
f te) Pe fess ES sto! 
Diss ny 3 } Fans Nis $ ) Fans | 
eee) j | WA ata EN A 
Coal H 
PLAN OF FAN ROOM 
L eee ee a = 


FIG. 9. 


and, therefore, greater efficiency and economy are likely 
to be obtained by burning, say, 40 pounds of coal per square 
foot of grate area in a few boilers than by using 20 or 30 
pounds per square foot on a much larger grate area. Un- 
doubtedly it is easier work for the stokers to use a greater 
number of boilers and to run them without forcing, but, 
where this is done, it is extremely likely that uniform firing 
will not be carried on, and that holes in the fires will be 
found, through which the cold air will enter, thus producing 
incomplete combustion and causing undue loss of heat. 

In an ordinary Scotch boiler, each furnace has only about 21 
square feet of grate surface, and, therefore, it is not a diffi- 
cult matter for an ordinary fireman to keep the grate com- 
pletely covered with coal. On the other hand, in many water- 
tube boilers 50 or 60 square feet of grate surface are fre- 
quently included in a single furnace. To fire such a fur- 
nace, which is usually from 7 to 8 feet long, requires, not only 
considerable skill, but it necessitates conscientious work. 
Right here is where much of the inefficiency which has been 
laid to the fault of the watertube boilers really exists. Until 
stoking in watertube boilers is carried out as efficiently as it 


tubes are liable to become overheated and rupture. In the 
case of the Yarrow boiler, however, this possibility does not 
exist, owing to the inclined tubes, which permit the steam to 
pass rapidly to the steam drum, thereby setting up auto- 
matically a vigorous circulation. This circulation is enhanced 
by ample downcasts, and, therefore, practically the only thing 
which can cause overheating of the tubes is the obstruction of 
some tube, which, of course, would not be likely to happen if 
the boiler were properly cleaned and inspected. 

With proper firing, the coal consumption of the Yarrow 
boiler can be made highly satisfactory. The main reason 
why good economy can be obtained with this type of boiler is 
because the combustion chamber is large, permitting an inti- 
mate and proper mixture of air with the gaseous. carbon and 
giving time for complete combustion of the gases before 
they pass among the tubes. 


RENEWAL OF TUBES. 

The replacing of tubes in the Yarrow boiler is a matter that 
can be very easily carried out, and any defective tube can be 
removed and replaced in a few hours without disturbing the 


436 


International Marine Engineering 


NovEMBER, 1909. 


boiler. It is, of course, most important to be able to clean 
readily the outside of the tubes in any watertube boiler, 
since deposits of soot and dirt soon decrease the efficiency 
of the heating surface. The tubes of the Yarrow boiler can 
be cleaned in three directions: from the front between the 
tubes, from the furnace, or from the casing outside. Further- 
more, since the tubes are all straight, with the possible ex- 
ception of the two rows next the fire, which are sometimes 
slightly bent, the tubes can be examined internally throughout 
their entire length. This can be carried out most conveniently 
by means of a ‘small electric light, which can be passed through 
the tubes, giving an opportunity for careful examination of 
the interior surfaces-from the mud drums to the steam chest. 

In the event of renewing tubes, the question of spare gear 
is not a vexatious one for the engineer, since the tubes are 
all of uniform diameter. 

The tubes are secured to the tube plates by the usual ex- 
panded joint, which has stood the test of time as practically 
the best joint which can be made in a boiler shop. Leakage 
can be practically overcome if the tubes are properly ex- 
panded. The end of the tube should project through the 
plate for a length of about 3/16 inch. This projecting end 
should then be turned over to an angle of 45 degrees. This 
can be done by means of a special forming tool, the opexation 
being called “bell-mouthing.” If a tube should split in bell- 
ing, it should at once be rejected as unfit for service. Great 
importance is attached to the bell-mouthing, and it has been 
found that tubes thus securely attached to the plate cannot 
creep, or in any way move in the tube holes. 


INSTRUCTIONS FOR LAYING UP THE BOILER. 


When laying up a Yarrow boiler, it is advisable that it 
should be emptied and drained of water and thoroughly 
washed out internally with clean, fresh water. Ashes and any 
accumulation of soot should be removed from the tubes and 
tube plates. This is of the utmost importance, because if 
moisture becomes absorbed by the dirt which collects on the 
heating surface, corrosion will soon commence, and when once 
started will increase rapidly. The outside of the tubes may 
then be cleaned by means of a hose with as good a force of 
fresh water as is available. 
fully swept on the inside. 

To dry out the boiler a small coke fire should be lit in a 
suitable portable receptacle, which may be placed in the ash- 
pan. A portion of the fire-bars must be removed for this 
purpose, so that the fire can be kept far enough from the 
tubes to avoid overheating them. By leaving the manhole 
and mudhole doors off, the vapor formed in the boiler will 
escape. : 

If the boiler is to be laid up for a long period of time, 
quicklime in suitable trays should be placed:in the upper and 
lower drums. The drums should then be closed up to ex- 
clude the air, care being taken to remove the lime before 
filling the boiler with water. The object of the quicklime is, 
of course, to absorb any: moisture that might remain in the 
interior of the boiler and cause corrosion. Another reliable 


practice when laying a boiler up is, after it has been thor-: 


oughly washed out, to close up all manhole and mudhole 
doors and completely fill the boiler with fresh, clean water, 
adding 9 pounds of common washing soda to each ton of 
water, this soda being absorbed in the. water before it is put 
into the boiler. Again, care should be taken before starting 
the boiler under these circumstances to thoroughly empty it. 
Other precautions to be taken when laying up the boiler are, 
to put the funnel covers on to prevent rain wetting the tubes 
and casings.’ If the boiler’ is to be laid up for a long time, 
tt is-also-very desirable that the brickwork should: be re- 
moved, and only replaced when required. 

A bolted joint is provided to the lower water pockets of the 


The casing should also be care- 


smaller Yarrow boilers. The joint is made with asbestos 
metallic sheeting 1/16 inch thick. Before breaking this open 
the weight of the boiler should be carried on lugs provided 
for that purpose at each end of the lower tube plates. When 
remaking the joints of these water pockets, after having 
screwed the joints up as tightly as possible, steam should be 
raised to 10 pounds per square inch gage to thoroughly warm 
the boiler and then the bolts in the joints finally tightened up. 

These joints should be broken only in case of important 
repairs, 

When it is intended to raise steam, the boiler should be 
filled with water to the top of the gage glass and 1 or 2 
pounds of ordinary lime per thousand gallons should be 
added in the form of milk of lime. Care must be taken that 
the lime is well mixed before being put in the boiler, and the 
lime water should be passed through a fine strainer. 

When the boiler is in operation every opportunity should be 
taken to shut down each boiler in rotation in order to ex- 
amine the brickwork and clean the tubes inside and out. 
The two or three rows of tubes nearest the fire require more 
careful attention than the others, and, if any accumulation of 
sediment is found, it should be removed before the boiler is 
started again. 


PROPER METHODS OF FIRING. 


In firing the boiler, a thin, even fire should be kept, taking 
care to keep the corners of the grate covered. There is far 
more risk of wasteful consumption of fuel by having too 
thick a fire than by having too thin a one. The thickness of 
the fire must, of course, be determined, to a great extent, by 
the kind of fuel used and the amount of forcing desired. 
On the average, a thickness of from 5 to 6.inches has been 
found to be suitable with Welsh coal. When charging the 
furnace the coal must be thrown on in the exact places 
where required, and not piled up at the front end of the 
grate and afterwards pushed back, as is customary with ordi- 
nary marine boilers. The ash-pit doors must always be kept 
shut and properly secured, so that in the event of a boiler 
tube bursting or steam suddenly escaping from any other 
cause, it may not find its way into the stokehole. For the 
same reason the fire doors should be kept closed, except 
when stoking. In the event of a serious leakage of steam, 
the fan should be immediately turned on to force the escap- 
ing steam up the funnel. The stokehole should be closed, 
the pumps turned on at full speed, and the fire extinguisher 
put into operation. 

No oil should be allowed to get into the boiler. If any oil 
is used for the internal lubrication of the machinery, it should 
be mineral oil, although in many engines it is found that oil 
can be dispensed with altogether in the cylinders. As little 
oil as possible should be used for iubricating the piston rods, 
because a certain amount of this oil invariably finds its way 
into the cylinder, and thence to the boiler. Special care 
should be taken that the auxiliary engines should not be such 
as to involve the use of oil for internal lubrication. At all 
events an ample area of feed-filtering surface should be pro- 
vided. ' 

TREATMENT OF FEED WATER. 

The water used in the boiler should always be distilled, and 
only, when unavoidable should be obtained from the shore, as 
that will often lead to the formation of scale. Tests should 
be made frequently to ascertain whether there is any acid in 
the water or not. Not only should it be alkaline, but it must 
be definitely so. For this purpose from 1 to 2 pounds of 
ordinary line per 1,000 indicated horsepower should be 
pumped daily into the feed; as milk of lime, or even more, if 
found necessary, to insure the water, being decidedly alka- 
line. Tests for the acidity of the water can easily be made 
with litmus paper. On no account whatever should sea water 


NovEMBER, 1909. 


International Marine Engineering 


437 


eS 


be allowed to get into the boiler. This means that special 
pains must be taken to see that the condensers are tight; 
that the evaporator does not prime; and that all sea con- 
nections are properly shut. If, however, sea water does get 
into the boiler, double the ordinary quantity of lime should 
be used with the feed, the fires must not be forced and the 
density kept as low as possible. 


HOW TO TREAT A SCOTCH BOILER IN 
TO OBTAIN THE BEST RESULTS. 


ORDER 


BY C. A. M ALLISTER, ENGINEER-IN-CHIEF, U. S. R. C. S. 


In its general characteristics a Scotch boiler is not so to- 
tally unlike a horse, or other beast of burden, as might at 
first be imagined. We are taught from infancy that kind- 
ness and intelligent treatment of dumb animals will bring 
forth reciprocal good results from our four-footed friends. 
While it is not proposed in this brief article to carry out the 
analogy between the treatment of boilers and that of horses, 
it is hoped that some of the ideas set forth may indicate, 
metaphorically speaking, the proffering of lumps of sugar to 
our steel shelled producers of horsepower. 

In these days an ill-designed boiler of the Scotch type is 
the exception, rather than the rule, as might be said of boilers 
built some twenty or thirty years ago. This happy state of 
affairs has been brought about largely by an interchange of 
ideas and experiences through the media of boiler makers’ 
societies, good text-books, and articles appearing from time 
to time in technical papers devoted to engineering subjects. 
While we of to-day may ridicule the products of the pioneer 
boiler designers, yet, on sober, second thought we must credit 
to their mistakes (oftentimes costly in money as well as in 
human life) our present knowledge, which enables us to 
avoid the shoals upon which they foundered. We will there- 
fore assume that we are to handle a modern Scotch boiler in 
which the ratio of heating to grate surface, the size of com- 
bustion chambers, the area through the tubes, the spacing of 
the tubes, the proportioning of water spaces and the hundred 
and one other details of boiler designing have been carefully 
thought out, not so much from the scientific standpoint as 
from the data gained by the rough experiences of our prede- 
cessors. 

If asked to name the most important rule as a maxim to 
be adopted by the man in charge of a marine boiler of the 
Scotch type, I would unhesitatingly say that it is “Avoid sud- 
den changes of temperature.” From the first starting of the 
fires until the boiler has been allowed to cool off after a long 
period under steam, this rule must be kept continuously in 
mind if the best results are to be obtained. 

The necessarily thick shell plates of the modern Scotch 
boiler must be heated slowly in order to avoid leakage at the 
joints from the undue strains which accompany sudden 
changes of temperature. Consequently steam should never 
be allowed to form in a Scotch boiler under 6 hours’ time 
from the lighting of fires, and if circumstances permit it is 
much better to take 8, or even 12, hours for this operation. As 
one of the inherent faults of all tank boilers is the large vol- 
ume of “dead” water underneath the furnaces, too much 
stress cannot be laid upon the importance of artificially cir- 
culating the water in the boiler, either by use of the hydroki- 
neter or other circulating devices, or by the well known and 
always available method (where at least one boiler is under 
steam) of connecting up the auxiliary feed pump to draw from 
the bottom blow connection and discharge through the feed- 
check valves. This provides a uniform heating of the boiler 
shell throughout, and the consequent avoidance of trouble en- 


gendered by having a volume of cold water under the furnaces 
while steam is being raised. 

When steam is formed, the careful engineer will see that all 
air is expelled from the boiler before closing the air cock 
and the safety valve. He should also, in every instance, see 
that the cock in the pipe leading to the steam gage is open. 
This may appear to be a trifling detail, yet we must remember 
that only within the past three or four years a boiler ex- 
plosion on an American vessel, which caused the loss of 
nearly two scores of lives, was directly traceable to the neg- 
lect of this very function, unimportant as it may seem. 

After steam has formed, the pressure should be allowed to 
rise very slowly; the longer time taken the better for the 
boiler. After the pressure has reached the desired point, the 
boiler can be “cut in,” and here, again, great caution must be 
exercised; never open the stop valves suddenly. It is always 
preferable to open the auxiliary stop first, and that should 
be just cracked from its seat until the pressures are equalized. 

So much has been said and written about correct methods 
of firing that it is practically impossibde to bring forth any 
new ideas on the subject, yet it may be well to reiterate some 
of the generally approved maxims. Quickness in firing is 
most desirable, in order to minimize the time when the cold 
air of the fireroom is drawn in over the fires and comes in 
contact with the highly heated plates of the furnaces and com- 
bustion chambers. To insure this a sufficient quantity of 


‘coal should always be laid out on the floor plates immediately 


in front of each furnace, so that the fireman will not have 
to take a few steps away to reach the coal when charging the 
furnace, which is often the case when the coal passer has 
loafed on the job and dumped the coal haphazardly around 
the fire room. Systematic firing is undoubtedly the best, that 
is, each furnace should be charged in regular rotation, care 
being taken that no two furnace doors are opened at the same 
time. The same rotation should be adopted in slicing the 
fires. Ashes should never be allowed to accumulate in the 
ash-pans, as this is only a form of laziness, which results in 
the refuse from the grates becoming banked up so as to in- 
terfere with the draft. 

The great tendency of all firemen is to get at the fires 
which are to be cleaned when they first come on watch, so as 
to get a bad job over with. Frequently it will be the case that 
several of them will be cleaned at one time, with the result 
that the steam will drop, the revolutions naturally falling off, 
and the speed of the ship for the first hour of a watch show a 
marked decrease. This should be avoided by never allowing 
more than one fire to be cleaned at a time; the whole number 
to be cleaned should be distributed uniformly throughout the 
4 hours. There will then be no irregular fluctuations, in the 
pressure, with the consequent variations of temperature; in- 
cidentally the temper of the engineer of the watch, who is 
striving to keep up the revolutions, will not become ruffled. 
All old-time firemen, and many new ones, delight in carrying 
“crown sheeters,” as they term a furnace when it is simply 
stuffed with coal to its utmost capacity. This method, al- 
though it gives the fireman more time to smoke his pipe, vio- 
lates all of the laws of God and man, so far as efficient com- 
bustion is concerned. Fires of a uniform thickness, from 
8 to 12 inches, according to the circumstances, will be found 
to give the best results, and although they require a little 
more attention, the coal bills at the end of the month bear 
ample testimony of their efficiency. 

When, as is bound to occur, the tubes become clogged and 
it is necessary to blow them out with steam, or even sweep 
them in extreme cases, the work should be performed with 
the greatest celerity. Never should more than one nest of 
tubes be swept or blown at a time, as nothing more dele- 
terious can be imagined than to allow cold air to come in 
contact with the tube sheets for a prolonged time. Quick 


438 


and snappy must be the work of the men handling tlie lance 
or brush as the case may be. All fire-room crews are prone to 
pass this disagreeable duty up to the “next watch,’ but it is 
a matter that should be attended to promptly, as the bad ef- 
fects of clogged tubes are very noticeable on the steam gage 
and revolution counter. 

It may safely be said that nine-tenths of the economical 
running of marine machinery begins in the fire room. The 
engineer who only visits the stokehold occasionally to see if 
the water is being carried at the proper level is not doing his 
duty to the steamship owners. A systematic training of the 
stokers in the essentials above enumerated and a rigid super- 
vision of the fire-room force at frequent intervals will neces- 
sarily result in such a saving of fuel as will well reward the 
efforts put forth. 

It is a well-known hygienic fact that nearly all of the dis- 
eases to which humanity is subject arise from improper feed- 
ing. The same may be said of steam boilers. If nothing 
ever passed through the feed-check valves but absolutely pure, 
hot water, there would be few, if any, troubles, with the in- 
terior surfaces. A general recognition of this fact is re- 
sulting in minimizing boiler disorders. However, from causes 
too numerous to mention, it is seldom possible to keep up a 
continuous supply of water possessing those desirable quali- 
ties. The general discontinuance of the use of cylinder oil in 
the main engines has removed one of the principal causes of 
trouble, yet, even now, it is practically impossible to run cer- 
tain auxiliaries without the use of some oil. Large tank ca- 
pacity and evaporating plants have solved the problem of 
furnishing sufficient fresh water for boiler use, yet we still 
have to contend with leaky condenser tubes, poorly seated 
manifold valves, etc., which, in spite of all precautions, allow 
some salt water to get into the boilers. Then, too, even the 
fresh water obtainable at many of our sea ports contains 
sufficient deleterious ingredients which cause trouble from 
scale deposits, etc. It is, therefore, highly essential that the 
engineer exercise vigilance in the care of his Scotch boilers. 
Nothing is more important than a daily test of the water; 
with the high pressures carried nowadays the old-fashioned 
salinometer test is not sufficient to keep him informed as to 
the true state of the water. 

The greatest care must be exercised to keep the water in 
a neutral or slightly alkaline condition. The most feasible 
method to determine its acidity or alkalinity is the well-known 
litmus paper test. For a few cents sufficient litmus paper 
may be obtained to last for a month. No scientific knowl- 
edge is necessary to make this test; all that is essential is to 
draw a glass of water from the boiler and dip therein a small 
strip of the blue paper. If the paper turns red, the water is 
acid, and steps should-at once be taken to neutralize it by 
adding an alkaline solution. Nothing better has ever been 
found than plain sal soda, at a cost of about I cent per pound. 
Remember, always, that electrolytic action, galvanic action, 
or “eating away,” whichever you may choose to call it, does 
not occur unless an acid medium exists. 

As before stated, the old-fashioned salinometer does not 
give the engineer sufficiently accurate data as to the amount 
of solid matter in the boiler water to be of much use in 
caring for modern boilers. In the old days of “pump and 
blow,” saturations of 2, 214, or even 3, were quite common, 
but for present purposes a saturation of 14, or even %4, should 
be looked after. With the ordinary hydrometer everyone 
who has had experience knows how futile it is to read such 
small graduations. It is therefore much better to provide in 
the boiler outfit a small bottle of nitrate of silver; by adding a 
few drops of this liquid to a glass of water drawn from the 
boiler the smallest amount of saline matter may be de- 
tected by the cloudiness produced in the water. If an undue 
amount is shown, it is quite evident that salt water is getting 


International Marine Engineering 


NovEMBER, 1I900.. 


into the boiler, and if none but fresh water has been used for 
“make-up” feed, it must then be concluded that the con- 
denser tubes are leaking, or some valve in the manifold needs 
regrinding. 

The best method for keeping oil out of the boiler is to. 
keep it out of the feed water. If lubrication must be used in 
the main engine cylinders and valve chests, do not use oil, 
but use graphite mixed with water or kerosene. This ma- 
terial cannot possibly harm the interior surfaces of the 
boiler; on the other hand, it is probably beneficial in tending 
to prevent corrosion, If some oil must be used in the dyna- 
mos, feed pumps, etc., then take great care to remove it from 
the feed water by careful filtering in the feed tank. It takes 
but very little oil on the crown sheets of Scotch boiler fur- 
naces to cause sagging, and if you have several furnaces out 
of round, then you have a real cause for worry. The careful 
engineer should, whenever a boiler is being cleaned, tram its. 
furnaces to see if there are any signs of sagging. A drop of 
4 inch can hardly be determined by even the most trained 
eye, and if a furnace goes beyond that limit it is liable to. 
sag in a hurry, and generally at the most inopportune time. 
While furnaces which have sagged as much as 2, or even 3. 
inches, may run along for a time, it is certainly anything but 
comforting to the engineer of the watch to know that they 
are in that condition. The old saying of “A stitch in time 
saves nine,’ is very applicable to sagged furnaces. If they 
are down, for instance, only 1 inch on one trip, the next trip 
they may come down with a rush, so it is better to have them 
“jacked up” at once. 

The advisability of fitting zincs to Scotch or any other kind 
of marine boilers is now so generally recognized that there 
can be no argument against such usage. In cleaning a boiler,. 
particular pains should be taken that all zincs should be re- 
newed where they have disintegrated to such an extent as to 
be useless. If sufficient metal is left in the block to warrant 
further use, the surfaces of the zincs should be carefully 
chipped or scraped, in order to present bright metal for the 
galvanic action. There should also be good metallic contact 
between the slabs and the containing baskets, as well as be- 
tween the handles of the baskets and the stays to which they 
are attached. If this is not attended to there will be as little 
chance for efficient working as there would be to get a good 
current from a galvanic battery with poor contact at the 
terminals. 

To cure many of the evils incident to poor management of 
boilers, there has been as much quackery as there was in the 
early practices of alleged doctors on mankind. All sort of 
material, such as tan bark, horse manure, potatoes, etc., have 
been prescribed by boiler quacks to correct certain evils. It 
does not seem possible that even now some engineers can be 
found who believe in the efficiency of these so-called “‘old- 
fashioned remedies,” yet the writer has had his attention 
called to an instance, which occurred within the last month, 
where the chief engineer of a tugboat dumped two bushels of 
potatoes through the manhole of the boiler of which he was. 
in charge, on the supposition that they would remove scale. 
Probably better results would have been obtained by giving 
an extra allowance of this favorite vegetable to the firemen 
at mealtimes. It is not intended to convey the idea that all 
“boiler medicines” are fakes, as it is now very generally con- 
ceded that there are several boiler compounds on the market, 
prepared by reputable firms from the formule of expert 
chemists, which undoubtedly are of great benefit in prevent- 
ing or removing scale and in minimizing electrolytic actions. 

Much more might be written on the subject of good treat- 
ment of Scotch boilers than has been outlined in this brief 
review of the principal methods now employed, but it is. 
hoped that, brief as have been the foregoing suggestions, they 
may attract the attention of some engineers so that there may 


NovEMBER, I909. 


International Marine Engineering 


439 


be even a slight improvement over the existing methods of 
treatment which may have been adopted for the boilers in 
their charge. 


INSTRUCTIONS FOR THE WORKING AND MAN- 
AGEMENT OF DURR BOILERS. 


SETTING TO WORK. 


The boilers should always be filled with clean, fresh water 
up to slightly below the usual water level, because, when 
steam is raised, the bubbles of steam passing up through the 
water chamber cause the water level to rise considerably. 
Steam should be raised slowly when the boiler is heated for 
the first time, or when the brickwork is new; later on, steam 


can be raised in about 30 minutes, or as quickly as the fires - 


can be got to work. 

Care should always be taken to drain the superheater be- 
fore connecting the boiler to the steam pipes; for not only 
is there a possibility of water being left standing in it when 
the boiler has been kept full, but also when the boiler has 
been shut off. 

After the boiler has been working for a short time, the 
water chamber and the tube-hole doors should be carefully 
examined, as it is quite possible that at first some of the 
water-chamber doors may blow, or become leaky, as the 
working pressure increases. If such should be the case, the 
nut should be slightly loosened, and, after bringing the door 
into the correct position by light tapping against the cap, 
again screwed up. 


MANAGEMENT OF THE FIRES. 


The combustion should be maintained with as short a flame 
as possible, and should cease before the heated gases reach 
the tubes. There should consequently be an ample supply of 
air, and the fires must be kept thin. Under natural draft the 
thickness of the fires should be about 4 inches, and even under 
forced draft they should not, if possible, exceed 5 inches. 

For a steady pressure of steam a uniform condition of the 
fires is indispensable, for the production of steam in boilers 
with small water chambers depends almost entirely upon the 
rate of combustion. The most advantageous method would 
consequently be a continuous, uniform feeding of the fur- 
naces; in order to approach this desideratum as nearly as 
possible the fires must be fed uniformly with small quanti- 
ties of coal, and at short intervals. A practical standard is a 
charge of 2 pounds per square foot of grate area. As the 
grate area behind each furnace door is usually from Io to 13 
square feet, the charge per door should consequently be from 
20 to 26 pounds of coal. 

If a boiler has several furnace doors, greater uniformity of 
stoking will be insured if the doors are served at alternate in- 
tervals. For boilers which have a number of separate fur- 
naces each with two doors, open the first door of each fur- 
nace at regular intervals, and open the second door at the 
next intervals. If several boilers are in the same stokehold, 
the furnace doors should be numbered in such fashion so 
that alternately one after the other one-half of the doors 
shall always be served. 

It often happens on board ship, whether in consequence of 
unequal draft in the stokehold or in the funnel, that one 
boiler, or one fire of a boiler, has a more powerful draft than 
the others, and that the fire consequently burns away more 
quickly; in such case the combustion should be regulated as 
far as practicable by means of the ash-pit, or uptake dampers. 
Under forced draft, however, the ash-pit doors are always to 
be kept fully open; the fire with the greater draft should 
consequently receive temporarily a larger charge, so as to 
keep it up to the same thickness as the others. The coal must 


be thrown on quickly, and the furnace doors should not be 
kept open a moment longer than is necessary to stoke the 
fires, so as to prevent too much cold air getting into the fur- 
naces. On opening the furnace door, the stoker should see 
the whole grate at a glance, and decide what parts require the 
coal, for the smoke caused by the first shovelfull, as soon as ° 
it is thrown in, prevents the condition of the fire from being 
seen. The coal at the sides of the furnace burns away more 
quickly, in consequence of the glowing heat of the brick- 
work, than that in the middle; therefore the fire near the 
brickwork should be kept rather thicker. 


CLEANING THE FIRES. 

Cleaning the fires should be carried out in the same way 
as stoking them; viz.: with the furnace doors in series, so as 
to minimize any fall in the pressure of steam. If necessary, 
while one fire is being cleaned, the others may be slightly 
more heavily forced. If a fire, or a half a fire (1. e., that por- 
tion of a grate lying behind a furnace door) requires clean- 
ing, it should be worked through a few times with the rake at 
the usual intervals for stoking, until it becomes thin, and not 
till then should the cleaning begin; the work will then be 
easy, because the fire is thin. 

The ash-pits are made watertight, and should always be 
kept full of water, so as to cool the ashes which fall through 
the bars. 

CLEANING THE FIRE SURFACE OF THE TUBES. 


With good coal, and when steaming under natural draft, 
this cleaning requires to be done every five or six days at the 
most. The dirt principally accumulates on the baffle plates and 
on the upper sides of the tubes, 7. e., especially where dead 
angles in the current of the hot gases occur. When forced 
draft is being used, the tubes can be cleaned in a very simple 
manner as follows: The boiler room with closed furnace 
and ash-pit doors is placed under as high an air pressure as 
possible, while the fan is allowed to run for some time at full 
speed; then first one furnace door and then the other is 
opened, followed alternately by the covers of the lattice wall, 
the strong draft thus blowing both the soot and flying ash 
into the chimney. It is advisable to shake the plates while 
blowing. 

When forced draft is not being used, the cleaning is done 
by a steam jet. The lance is pushed in lengthways between 
the tubes, either through hollow stay-bolts in the water 
chamber from the stokehold or from behind through clean- 
ing holes in the lattice wall covers. : 

Cleaning by means of steam jets should only be done while 
the boiler has its fires lighted and working; it should never 
be done with banked fires. The cleaning should be com- 
menced from the top, because only the lighter soot passes off 
through the funnel, while the heavy dirt drops down below. 
If a very large amount of dirt should have accumulated on 
the baffles, it must be drawn out from behind through the 
lattice wall. 

In course of time deposits of ashes and clinkers begin to 
form on the lower sides of the bottom rows of tubes, the 
clinkers haying been carried by the forced draft from the 
furnaces, and driven against the tubes, to which they occa- 
sionally stick and get burnt on. These deposits must be 
scraped off from the furnace. 


WATER LEVEL. 

Generally speaking, the Diirr boilers are constructed of 
such water capacity, and with so large a water surface, that 
a check valve in the feed pipes of each boiler, placed at a 
convenient height, is quite sufficient to enable the water level 
to be kept at the right height. It must not be forgotten, how- 
ever, that the water level rises and falls with the steam pro- 
duction of the boiler, as a result of the larger or smaller 


440 


number of steam bubbles present in the water chamber. If, 
therefore, for any reason, the water level has fallen very low, 
and the pumps are worked quickly, the steam production, by 
reason of the introduction of the cold feed water, will be 
somewhat diminished, and, as a result, a sinking in the water 
level will again be brought about. The feed should conse- 
quently be regulated a little before the normal level is 
reached, or otherwise the water will stand too high when the 
development of steam again becomes normal. 

Hot feed water increases the regularity of the steam pro- 
duction and the efficiency of the boiler, consequently efforts 
should be made to heat the feed water as much as possible 
before putting it into the boiler. 


SCALE AND FOULING. 


The addition of salt water to the feed has a tendency to 
make the boiler prime, and for this reason it must be avoided, 
quite apart from the deposits which it leaves in the boiler. 
It is necessary that the boiler water should be tested each 
watch. If any increase in the amount of salt present be- 
comes apparent, and the defect cannot be discovered and 
remedied, care must be taken by blowing off that the amount 
in solution does not exceed 1 percent, or otherwise consider- 
able precipitation will take place on the heating surfaces. 
With surface condensation, fouling of the feed water by the 
lubricants of the steam cylinders is unavoidable. 

In order to neutralize the finely disintegrated fat in the 
feed water, and also to neutralize any acids, it is advisable to 
add a solution of soda or milk of lime to the feed. In using 
soda, however, great care must be exercised, for even a small 
excess of soda in the boiler water may cause the boiler to 
froth; not more, therefore, than 1 pound of soda should be 
used to 1 pound of cylinder oil. 

The most effectual way, however, of preventing fouling of 
the boiler is to clean the feed water outside.the boiler by 
filtering. The first essential for efficiency in the filter is that 
the feed water shall pass through slowly, 7. e., a large filtering 
surface is necessary. 


ACTION TO BE TAKEN IF THE ENGINES ARE SUDDENLY STOPPED. 


If the steam requirements are suddenly greatly diminished, 
or altogether stopped, the rate of combustion must also be 
diminished, otherwise the steam pressure will very quickly 
rise and the safety valves will blow. One of the first steps is 
to close the ash-pit doors, and if that is insufficient, to slightly 
open the furnace doors so as to allow cold air to enter the 
furnaces. Opening the furnace doors, however, must be done 
gradually to prevent any too sudden cooling of the heating 
surfaces—especially of the lower tubes; if this precaution be 
taken the boiler will not be injured, for the Durr boiler, by 
reason of its construction, is not hurt by sudden changes of 
temperature. A further decrease in the production of steam 
can be brought about by increasing the feed; indeed, this to a 
certain extent will occur quite automatically; but the boilers 
must not be allowed to get too full. 


SHUTTING OFF THE BOILER. 


lf the boiler is to be shut off, the first thing is to blow 
through all surface blow-off and sediment cocks until all ac- 
cumulations of dirt have been removed, the boiler is then 
pumped up again to the usual level unless it needs emptying 
to carry out any repairs. If the boiler is to be out of use for 
some time, it should be pumped full for preservation. Mean- 
time the fire is allowed slowly to burn down, so that the circu- 
lation in the boiler may be kept up as long as possible, which 
will prevent the dirt still remaining in the water from settling 
in the lower tubes. 

After the fires have been drawn the grates and brickwork 
of the furnaces should be thoroughly cleaned from slag, then 
the ashes should be drawn and the water drawn off from the 


International Marine Engineering 


NOVEMBER, 1909. 


ash-pan ; after that the furnace and ash-pit doors and the chim- 
ney dampers should be closed, and the boiler be allowed to cool 
down slowly. After the boiler is cool the superheater should 
be drained, otherwise water may remain standing in the tubes, 
and so cause them quickly to rust. 


REGULAR INSPECTION. 


Whenever a boiler is put out of use an external inspection 
of the lowest rows of tubes and of the brickwork in the 
furnace should be made. 

In the Dirr boiler the tubes are only jointed to the boiler 
body at the front end, while the back ends lie free, and with a 
certain amount of play, in the lattice wall. The tubes can thus 
not only expand freely lengthways, but are enabled also to 
compensate to a certain extent for inequalities of temperature. 
In the lowest rows of tubes, which are exposed to the direct 
action of the fire, and to the radiation of the whole of the 
furnace, the amount of bending when the boiler is forced is so 
great that the top of the tubes press tightly against the lattice 
wall. The counter pressure on the back ends of the tubes thus 
exerts a frequently recurring tendency to bend, which in time 
brings about a permanent upward bend of the tube; the tubes 
when cold then lie bent (under tension) in the lattice wall. A 
gradual curvature of the lower tubes ‘is, therefore, quite 
naturally brought about, and need give no cause for anxiety 
in the Dirr boiler. 

On the other hand, if a sudden considerable curvature is 
observed to take place in the lower tubes, this is almost always 
a sign of extensive internal fouling. Under such circumstancés 
immediate cleaning of the interior of the tubes is necessary. 

Defective places in the brickwork should be repaired as soon 
as possible, and special care should always be taken that the 
protective arches over the furnace doors are kept in good 
condition. 

Periodical examinations should be made to ascertain the 
extent of internal fouling of the boiler, because on board ships 
the method of working and the quality of the feed water are 
never so uniform that definite periods can be laid down for 
cleaning. 

The water‘in the chamber is run off, and the hand-hole doors 
of a few tubes in the lowest row are opened; the inner tube 
is withdrawn, and the water standing in the outer tube is run 
out either with a syphon from the front or by opening the 
tube doors from the back of the boiler. The outer tube is 
then carefully inspected all along with a light, and some of the 
deposit is scraped off; if no deposit is found in the tubes of the 
bottom row one may be pretty certain that the whole of the 
tube nests are also free, and there is no need to continue the 
examination; on the other hand, if any deposit is found, it 
should be ascertained how far the dirt extends by taking out 
other tubes in different parts of the boiler. Care should always 
be taken to examine the bottom side tubes, because sediment 
easily collects there in consequence of the lesser amount of 
evaporation and the more sluggish circulation. 


INTERNAL CLEANING. 


If the deposits in the tubes have attained a thickness of 
1/32 to 1/16 inch the boiler should be cleaned; if, in addition, 
any oil refuse (leavings) should be found in the boiler, the 
boiler should be boiled out with soda. To do this 1 pound of 
soda for every 10 feet of heating surface is put into the boiler, 
which is then filled up to the customary level and heated with 
slow fires for some 12 hours, allowing the steam, at a pressure 
of from 40 to 50 pounds, to blow off through the safety valves; 
after boiling for a few hours water should be blown out 
through the scum-cocks, and also from time to time through 
the lower blow-out valves, taking care to constantly feed up 
with fresh water. After the boiling out is finished the fires 
are drawn, and the water chambers are blown out empty 
through the outboard blow-off pipe. Before the boiler gets 


NovEMBER, 1909. 


quite cold the water chamber hand-holes should be opened, 
the inner tubes drawn out, and the outer tubes should be 
washed, with the warm water still in them, with a round steel 
wire brush; then open suddenly the back doors of the tubes, 
each tube is at once emptied, the powerful stream of water 
carrying with it all the dirt which has been scraped off. 

If after this cleaning there should still remain any scale in 
the tubes, it must be removed by scraping. The scale so 
scraped off is washed out by a stream of water. 

Accumulations of pieces of scale will be found at the bottom 
of the back halves of the headers, which, after the cleaning 
of the tubes has been completed, should be withdrawn through 
the mud holes or through the lower hand-holes. On the other 
hand, mud and oil refuse will be found in the front halves of 
the headers, which can be cleaned off with turpentine or be 
brushed out and washed away after boiling out the boiler. 

Fatty deposits on the inner tubes are most easily removed 
by burning off, the tubes being held for a short time in the 
furnace of a boiler at work. If, however, the deposits are of 
a more earthy nature, the inner tubes, as soon as they are 
taken out of a boiler, provided the mud is not yet dry, should 
be lightly cleaned by springing and washing off. 

Part of the dirt which floats on the surface of the boiler 
water will remain sticking to the walls of the steam collector, 
where in time it will form a thick crust, which must be 
scraped off every time the boiler is cleaned. With rapid 
evaporation, and especially if any priming should occur, small 
portions of this dirt may be projected even beyond the steam 
pipe and lodged in the corners of the separator. These re- 
cesses should therefore always be watched and kept clean so as 
to prevent any narrowing of the sectional area. Any fouling of 
the superheater will only be observed under the rarest circum- 
stances; it is therefore sufficient to carefully empty it, dry it 
and to slightly grease both the outer and inner tubes with 
cylinder oil in order to protect them from rusting. 

If the layer of scale in the tubes should by any chance attain 
such a thickness and hardness as to be no longer removable by 
scraping, which may possibly happen after steaming with 
river water holding mud or scale in solution and making use 
of condensation by injection, then the tubes must be taken 
out for thorough cleaning. 


CLEANING THE FIRE SURFACES. 


After continuous working, especially with slow combustion, a 
tarry residue, distilled from the coal, attaches itself to the tubes 
and becomes more or less burnt on. This can only be removed 
by sweeping with very hard brushes and by scrapers after 
the boiler has stopped working. Cleaning should commence 
with the upper tubes. The tubes should first of all be swept 
with brushes to sweep down the loose ash from them and 
from the baffles; then the more tenacious crust must be 
scratched off with the double scraper. 

The lower tubes should be cleaned, especially on their 
lower sides, which are exposed to the fire, and should have 
the slag sticking on to them scraped off; then the tubes 
should be carefully examined for bends and any signs of 
wear. The brickwork must be without cracks and fit well 
everywhere. Finally, the soundness of the whole lagging 
should be examined, and any loose places should be repaired. 
Special care should be taken that the back protecting doors fit 
well into their framings, and that the asbestos packing is in 
good condition; for any access of cold air to the boiler above 
the furnaces is accompanied by a loss of draft and efficiency. 


REMOVAL AND REPLACEMENT OF HANDHOLE DOORS AND END DOORS 
OF TUBES. 

If a header door has to be opened, after taking the nut and 

cap off the bolt, a special driver is placed over the bolt, and 

by lightly tapping it (the driver) the door is loosened and 


International Marine Engineering 


“Wi 


driven inwards. Before fastening up again, the bedding sur- 
face of both doors and holes should be well cleaned, and may 
rough places made smooth. Emery powder is only to be used 
when absolutely necessary, and then only very fine grained. 
Before replacing the doors in the holes the bedding surfaces 
should be lightly smeared with graphite paste; the thread on 
the bolts of the doors should also be lubricated with graphite 
before screwing on the nuts, which will considerably facilitate 
their subsequent removal. The doors must only be screwed up 
with the usual length spanner which accompanies the boiler. 

In opening the tubes at the back the work must be done 
carefully, so as to avoid loosening the tubes in the cone seat- 
ing. After the nut and cap have been removed, the door 
opener is placed over the bolt, the trigger fitting over the tube 
end where it fits in the circular collar and the door forced 
into the tube by turning the pressure screw. Opening by 
hammer blows on the door opener is strictly forbidden, be- 
cause the tube might be driven out of the cone of the header 
wall. Long rods, which seize the doors by means of springs, 
are used to pull out and push in the doors from the front end 
of the tube. 

For tubes which have outer fastening, cap, nuts, etc., it is 
necessary that the back tube end should be held firm. The 
lattice wall-cover is taken off, and a tube holder is placed 
over the end of the tube which fastens it on to the lattice wall. 
Before putting together again, all bearing surfaces and 
threads must be well cleaned and smeared over with graphite, 
so as to prevent them getting rusty. 


REMOVAL AND REPLACEMENT OF TUBES. 


If, on examining the boiler, it is found that any tubes, 
possibly in the lower rows, are too much bent—bends up to 
¥Y2 inch are of no consequence—the tubes should be taken out 
and straightened. If a tube, however, shows any signs of 
swelling, which is an infallible sign of dangerous overheating 
of the metal, it must be changed. In order to pull out the 
tubes, after the inner tube and the back end door have been 
removed, rods are inserted in the tubes from the front, which 
seize the back tube end with disc trigger and wedge, and are 
drawn in front of the chamber with pulley and nut catch-hook. 
By gently tapping with a hammer against the back end of the 
rod, the loosening of the tube in the cone is facilitated. Driv- 
ing out the tubes only by blows on the back end without the 
special withdrawing. apparatus must be strictly prohibited, be- 
cause adjacent tubes may thereby become loose in the cones. 

In replacing the tubes, care must be taken to prevent any 
foreign matter getting in between the bearing surfaces. The 
tubes can be forced in either with a screw press or by hy- 
draulic pressure. Hydraulic pressure is to be preferred, as 
one thereby has a greater control over the amount of pressure 
exercised. While being forced in, light blows should be given 
with a wood hammer so as to overcome the passive friction, 
and to bed the tube properly in the cone. New tubes are 
pressed into the tube holes some 14 to 5/16 inch if the tubes 
have been previously bedded by light blows on a wooden plug 
in the cone. Tubes which have already been forced in no 
longer enter to such an extent with the same pressure, but 
only some ¥% to 3/16 inch. With each fresh forcing in, the 
tube cone sets somewhat deeper in the tube hole until finally 
the safety collar prevents any further entry. So long, how- 
ever, as the seating available for forcing in is as much as % 
inch, one may confidently depend upon the tube being tight, 
even if the safety collar touches the header wall. 

If it appears when the tube is put in position that the re- 
quisite 4g inch of bearing surface for properly fastening the 
tube is not available, the tube must be taken out again and the 
cone expanded. The expanding of the tube cones is done by 
tube rollers of the ordinary construction after putting over 
the joint a heavy steel gage ring bored to the size of the 
standard cone. 


442 


PRESERVATION OF THE BOILER, 

Good preseryation of the boiler can only be obtained with 
the boiler quite full—wet preservation—or, with the boiler 
quite empty—dry preservation. When it is probable that the 
boiler will not remain long idle and an internal cleaning is not 
needed, the wet preservation commends itself for choice. If 
the boiler is to remain unused for some time, then the dry 
method of preservation is preferable. 


International Marine Engineering 


NovEMBER, I909. 


in the smaller ones by the cockpit. When there is a cabin the 
pilot house is situated just forward of it, above the after part 
of the engine room; otherwise, the steering wheel or tiller is 
on the after deck or in the cockpit. (See Fig. 1, showing the 
arrangement for a 16 brake-horsepower and Fig. 2 for a 34 
brake-horsepower installation.) This location of the engine 
room is natural. It gives short connections between the parts 
for coupling and reversing and the corresponding handles at 


————— Fresh 
Water 
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SSS SSS SS ag PS SE f 
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Bulkhead may be placed here 
0 1 2 3 4m 
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Gas! Cleaner C 
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DUTCH MARINE SUCTION=GAS PLANTS.—II. 


BY F. MULLER VAN BRAKEL. 


Suction-gas boats always have a separate engine room. 
Even in Marenging, where the installation is of the simplest, 
producer and motor are placed in a separate compartment. Oil 
engines can be placed under a casing, so a bulkhead may be 
dispensed with in very small boats, but suction-gas plants need 
space for the following items: First, bunker, producer and the 
firing; second, scrubber, water vessel, gas cleaner and exhaust 
silencer, and third, water filter, fresh-water tank, board with 
oil cans, etc. All this makes an engine room indispensable. 

In the vessels described in this article the engine room is 
always placed aft. The room above the propeller tube is in 
the larger vessels (50 tons and upwards) taken hy the cabin; 


FIG. 1.—ENGINE-ROOM ARRANGEMENT FOR A 16-BRAKE-HORSEPOWER MARINE PRODUCER GAS PLANT, 


the steering wheel; short shafting and an easy control of the 
engine room by the skipper at the wheel. It has the disad- 
vantage, however, of making the ship liable to load by the. 
head. As there is ample breadth in this part of the ship the 
engine room may be rather short, 9 feet being sufficient for 
installations up to 24 brake-horsepower and 10 feet for those 
up to 34 brake-horsepower. 

The arrangement of the principal parts of the installation 
usually indicates the route taken by the coal and the gas. That 
is to say, from the aft corner port side to the forward corner 
port side is the bunker, next comes the producer with ash 
catcher; then through an overhead tube the gas is led to the 
scrubber in the forward starboard corner and to the last gas 
cleaner. From here through another overhead tube the gas 
passes to the motor, and then to the exhaust silencer in the aft 
corner starboard side. 


NovEMBER, 1909. 


It will be seen that the length of the engine room is fixed 
by, first, the length of the motor; second, the room forward of 
it necessary for passing, and, third, the necessary space aft 
for couplings, etc. An oil engine would take at least the same 
length of engine room, and so it may be said that in freight 
boats of ample beam a producer installation does not require 
any more room than an oil engine. 

The weights for a gas and for an oil installation of 24 brake- 
horsepower, and for a 34 and a 115 brake-horsepower gas in- 
stallation, are as follows: 


Wet = S i 
Wy tos 1 Zz 3 


I Tee 


International Marine Engineering 


443 


about 3% tons, which is equal to 2.35 percent of the cargo 
weight in a 150-ton ship, or 3.5 percent in a 100-ton ship. It 
should be remembered, however, that the shipbuilder con- 
siders this extra weight near the stern a very good thing, as 
these ships with engine room aft have a tendency to load by 
the head. 

ECONOMY. 


A calculation of the yearly cost of running a producer-gas 
boat, an oil-motor driven ship and a steamship will show the 
advantages of one or the other type. 


Some of the amounts, 


= = FEO SSL 
SE RS 
ES 


Se % 
SS 
MveDOGoS' 


FIG. 2.—ENGINE-ROOM ARRANGEMENT FOR A 34-BRAKE-HORSEPOWER MARINE PRODUCER GAS PLANT. 


TABLE 1. 
24 B. H. P.|24 B. H. P./84 B. H. P.}115B.H.P. 
Oil. Gas. Gas. Gas. 
Motor complete, cwts............. 46 55 59 225 
Producer, ash catcher, scrubber, gas 
cleaner, water vessel; and for 115 
B. H. P. motor: Small spiritas- 
Starting imotonee eee Eee 25 30 172 
Engine seatings, coupling and re- 
versing parts, silencer, sea valves,| see motor 
piping, hand pump, etc.......... weights 20 21 57 
Thrust block and shaft, propeller} see motor 
shaft and tube, propeller........ weights 20 22 24 
Complete installation, cwts........ 46 120 132 478 
Ibplyaemanr? OL, Sso0000006500000 4 4 4 8 
Fuel for 100 hours................ 19 15 20 85 
Complete installation and fuel.... 69 139 156 651 
Complete steam installation and fuel 
ixoye INNES 18%, 18 15 a5 ag 000000000 G0 500 mts 895 


So the oil motor has about half the weight of the producer 
installation without fresh water. That means a difference of 


such as those for repairs, depreciation, insurance, etc., are. 
open to discussion. The amounts for coal and oil consumption 
are, however, exact, being taken from actual experience. 

As it makes a great difference whether the ship is in service 
many or only a few hours every day, the calculation is made 
for three different cases. The first is for 1,100 sailing hours 
per year, the actual time of a 120-ton freight boat with a 31 
brake-horsepower gas motor, which has been in regular ser- 
vice between Rotterdam and the north part of the Nether- 
lands since 1904. Next, the time is taken as 1,800 hours per 
year, corresponding to 300 days of six hours each. And, lastly, 
the calculation is made for the somewhat exceptional case of 
3,000 hours per year, to show where the advantage of gas 
over steam begins to tell. 

For low powers the comparison is made with a 31 brake- 
horsepower Kromhout oil motor, built by D. Goedkoop, Jr., 
Amsterdam, The market price is $1,470 (£302). It consumes 
0.82 pound of oil per brake-horsepower, costing $1.40 (5/10). 


444 


International Marine Engineering 


NovEMBER, I909. 


For high powers the gas plant is compared to a steam in- 
stallation, consisting of a vertical, compound, surface con- 
densing engine, 10 inches by 20 inches by 13 inches, and a 
marine boiler of 645 square feet heating surface, producing 
steam at 155 pounds per square inch. Total cost of engine and 
boiler is $4,600 (£945), and the coal consumption 2.65 pounds 
per brake-horsepower, costing $0.48 (2/0). 

The 31 brake-horsepower gas installation is an existing 
plant fitted by Messrs E. J. Smit & Son in the above-named 
120-ton ship, 81 feet by 15 feet 3 inches by 5 feet 3 inches. 
The cost of the installation is $2,600 (£534). It consumes 1.1 
pounds anthracite per brake-horsepower-hour, costing $0.32. 
The cost of the boat is $4,600 (£945). 

The 115 brake-horsepower gas plant has been fitted by 
Messrs. E. J. Smit & Son in two 260-ton boats, 117 feet by 21 
feet 6 inches, which cost $8,400 (£1,725). This gas installation 
costs $6,400 (£1,314), and consumes 0.85 pound of anthracite, 
costing $0.245 (1/o%) per brake-horsepower-hour. 


TABLE II. 


Surp 81’ x 15’ 3’ x 5’ 3”. Price $4,600. 


Depreciationt5ipercentinne peace eee eco $230 
Renti5ipercent: ©: haw cress sioeepas else eos heer tain aeeinaroieltiotelecaleeetenee eet 230 
Repairs 4 percent....... he veichaveyste etcLvele snleheesis ote eteas ooeroniekete icc Neate 23 
Thsurance%2$ipercent enhance ten cei nacuiaies ae cornet ene 115 

$598 


TABLE III. 


"31 H.P. Gas Prant, Price $2,400. Om Motor, Price $1,470. 


1,100 1,100 1,800 1,800 
Hours Hours Hours Hours 
Gas. Oil. Gas. Oil. 
Depreciation— 
For gas, 1,100 hours 9% percent. 
1,800 hours 104 percent. . ae $228 $103 $251 $118 
For. oil, 1,100 hours, 7 percent. 
1,800 hours, 8 percent ........ 
TREE B eSRTAN G.60000000000000000 120 74 120 74 
Repairsplepercentermreseirrirtertcrtre 24 15 24 15 
Insurance 24 percent.............. 60 37 60 37 
Lubricating, cleaning, etc.......... 50 30 80 45 
$482 $259 $535 $289 
Fuel— 
Gas, 31 x 0.32 x 1-100 x hours.... $110 $477 $178 $780 
Oil, 31x 1.4x 1-100x hours..... 
TABLE IV. 
1,100 Hours. 1,800 Hours. 
Gas. Oil. Gas. Oil. 
Ship Spree ere ERAT CeCe $598 $598 $598 $598 
Engine plant. Abeoonooc0 ouesdg0G00 482 - 259 535 289 
Puelie a2 asc ah acetone coerce cients 110 477 178 780 
a. CLotal se aniassecrctose reisakectea| im eels 90 $1,334 $1,311 $1,667 
| 


| 


Thus for 1,100 hours’ sailing per year gas is about 13 percent 
cheaper, and for 1,800 hours about 28 percent cheaper. 


TABLE V. 


Surp 117’ x 21’ 6” x 7/10”. Price $8,400. 


Dee cpton  iecseaeine cog Rover ctovere a tecaletale leis ine or epc cere $420 
Rent 5 percent. . §)4000000000060000000d 0000 0000000000 0000000000 420 
Repairs $ percent. . Fou GonoDEoGunHEoaoonoGad ob ooodba oo cuDdbos00d 42 
Tnsunince Za percent? 30 4c {esse bcnse ene on flay ene ee bearers 210 

$1,092 


The high amounts for the depreciation of gas engines may, 
perhaps, seem unnecessary. It should be remembered, how- 
ever, that the gas leaves a deposit in the cylinder that does not 
lubricate, as in the case of oil, or even steam engines. Though 
forced lubrication is used for the pistons, these still wear con- 


TABLE VI. 


115 B. H. P. GAs Prant, $6,400. 115 B. H. P. Srram PLanr $4,600. 


Depreciation— 


Gas 10 percent, steam Bs speFcent. 


(mean values).. $640 $390 
Rent 5 percent.. 320 230 
Repairs, gas 2 percent} ‘steam 1 L per 
cent.. a 4 128 46 
Insurance ox percent, Balebeteh eis ciacs)oue ravers 160 115 
PSEA cleaning etc. Arias 85 55 
Engineer. . SAB abones 300 300 
$1,633 $1,136 
1,100 1,100 
FUEL. Hours Hours 1,800 3,000 
Gas. Steam. Hours Hours 
Gas, 115 x 0.245 x hours........... $310 ae $505 $840 
Steam, 115 x 0.48 x hours.......... aan $610 990 1,660 
TABLE VII. 
~ 1,100 Hours. 1,800 Hours. 3,000 Hours. 
Gas Steam Gas Steam. Gas Steam 
Ship... Deevetavais¢ $1,092 | $1,092 | $1,092 | $1,092 | $1,092 | $1,092 
Engine plant. RE eins: 1,633 1,136 1,633 1,136 1,633 1,136 
Ruel eeyyerscteis ereveieip:e'si- 310 610 505 990 840 1,660 
$3,035 | $2,838 | $3,230 | $3,218 | $3,565 | $3,888 


siderably, usually leak soon, and have to be renewed after some 
four or five years. Moreover, the deposit settles on the valve 
settings in the form of very small solid grains, which become 
very hard and make the valves leak. The frequent grinding 
wears the valves and settings seriously, and, when a hard grain 
gets between the valve and setting, pieces of the valve are 
occasionally broken off. 

The calculations show that for low powers gas is cheaper 
than oil, by amounts varying from 13 to 30 percent. But for 
higher powers, where steam would be used in the place of oil, 
steam is generally cheaper than gas. It should be remembered 
that the steam plant needs an engine room length of 30 feet 
against 18 feet 9 inches for the gas installation, which makes 
a difference of 780 cubic feet of cargo space in favor of gas. 
The steam plant weighs about 45 tons, against 32%4 tons for 
the gas installation, giving 12% tons more cargo for the gas- 
driven boat. 


CONCLUSION. 


The question may now be asked, when is it advisable to fit 
a marine producer-gas plant in the place of an oil or steam 
plant? 

The present stage of development of the marine producer 
plant, so far as it has been carried in Holland, at once limits 
its use to powers under 100 brake-horsepower, as plants for 
higher power are at the present time too costly to compete 
against steam. If the demand for producer installations in- 
creases they will undoubtedly become cheaper, and, perhaps, 
become a serious rival for steam plants. As things stand now, 
however, it seems that the crude-oil motor promises better for 
the future than the gas motor. In Holland alone two modifica- 
tions of the Diesel motor are being constructed with special 
regard to marine use. 

For speed and pleasure launches producer plants are not as 
desirable as oil motors, because of their greater weight (of 
first importance in speed vessels), the greater space they 
occupy and the delay in starting caused by the firing. More- 
over, as producer installations are only thought of where 
economy is desired there would be little inducement to adopt 
them here. 

There remain commercial boats of low power, say I5 to 75 
brake-horsepower. The above calculations show that in this 
case the producer gives a decided advantage over oil engines. 


NovEMBER, 1900. 


This advantage, however, is only reached when— 

1. The skipper is a good, trustworthy man, who takes pains 
to understand the installation and keeps it in very good 
condition. ; 

2. The ship makes enough sailing hours every year to make 
the fuel-saving advantage perceptible. 

3. The fuel prices are not too high. 

4. The right sort of anthracite is obtainable in the port from 
which the vessel sails. 

From point (2) it follows that a gas plant cannot be recom- 
mended as an auxiliary in sailing vessels. / 

“ah / 

THE MARINE STEAM ENGINE INDICATOR—IV.* 


BY LIEUT. CHARLES S, ROOT, U. S. R. C. S. 


PAPER DRUMS. 

The accuracy of the indicator depends, to some extent, on 
the design of the paper drum and its mountings. Lightness 
is almost as important here as in the pencil actuating mechan- 
ism, and for the same reasons, 7. e., the effects of inertia. 
Where plain drums are fitted they are practically the same in 
all instruments, the principal differences being in the springs 
for turning the drums against the pull of the cord and the 
methods used for changing the spring tension. The drum con- 
sists of a hollow metal cylinder, fitted with fingers or clips for 
holding the card, the whole mounted on a base which revolves 
about a shaft secured to the body of the instrument. The axis 
of the shaft is parallel to the bore of the steam cylinder. In 
some cases the rotating springs are made of flat steel, mounted 
spirally after the manner of a clock spring; in other designs 
the springs are helical and made of round wire, encircling the 
shaft. Certain advantages are claimed for both forms by the 
various makers. The arrangement of the drum will be easily 
understood on inspection of the pictures of assembled in- 
struments which will be shown hereafter. 


DETENT MOTIONS. 


In order that the paper “cards’ may be changed on the 
drums without unhooking the cord, the drums are usually, but 
not always, fitted with a detent motion. This, in the majority 
of instruments, consists of a combination of ratchet teeth on 
the periphery of the drum base-ring, and a pawl on the indica- 
tor frame. When the pawl is thrown in the drum is caught 
and held stationary at the limit of its rotation against the 
pull of the spring. This fundamental idea is varied slightly in 
different instruments. 

In an instrument made by the American Steam Gauge & 
Valve Manufacturing Company the paper drum is disengaged 
from its base-ring by the movement of a lever. The drum 
stops while the base continues its motion. The drum and base 
are again thrown into gear by a simple movement. With this 
mechanism five diagrams have been taken by a skillful opera- 
tor in a little over one minute. 

Many indicator manufacturers are now putting on the 
market instruments furnished with drums for taking con- 


International Marine Engineering 


445 


necessity where exhaustive tests are to be made of engines 
working under rapidly varying loads. Continuous diagrams, 
taken from a throttling rolling mill engine by a Schaeffer & 
Budenberg instrument, are shown in Fig. 32. 


FIG. 33. 


ELECTRICAL ATTACH MENTS. 


To get reliable data from multiple-cylinder enzines working 
under varying loads, such as in the case of a ship in a heavy 
sea, it is necessary that all indicator diagrams be taken simul- 
taneously. In order that this may be accomplished by one 
operator, electro-magnets, or solenoids with suitable gear, are 


loos 


noone 


, 


FIG. 34, 


so fitted that the swivel heads of all the instruments are 
rotated by pressing a button. This brings all the pencils in 
contact at the same time. If indicators are attached to each 
end of each cylinder, a complete record can be made in a little 
over one revolution of the crank shaft. Devices operated by 
compressed air have also been made. 


ASSEMBLED INSTRUMENTS. 


Fig. 33 shows the Kenion indicator. This instrument is fitted 
with a peculiar spring and has no piston. The spring is similar 


tinuous cards. These cards take a strip of paper from 6 to 
12 feet long. The paper is fed along automatically or other- 
wise, so that it is possible to take from 75 to 150 diagrams on 
the strip. This arrangement, of course, adds something to the 
weight of the drum, but is exceedingly useful and almost a 


* Copyright, 1909, by Charles S. Root. 


to that of a steam gage tube, the partial cirgle formed by the 
spring expanding and contracting with the varying pressure. 
This movement is transmitted to and multiplied by the pencil 
motion, as shown in the sketch. It will be observed that the 
pencil mechanism is of the Watt or Richards type. 

Fig. 34 is the indicator of Hadike. In this case the instru- 


446 


ment is fitted with a flexible diaphragm in lieu of a piston. 
The parallel motion is a good illustration of the pantograph, 
as applied to the indicator pencil. 

Fig. 35 illustrates one form of the Rosenkranz instrument. 
The parallel motion of this instrument is designed with a non- 


FIG. 35. 


shortened front link, and with a back link so located that the 
versed sine of its arc of travel will be inclined. The action of 
a mechanism of this kind has already been discussed at some 
length and will be seen diagrammatically in Fig. 206. 

(To be continued.) 


NOTES ON THE OPERATION OF BABCOCK & 
WILCOX BOILERS. 


In the design of the Babcock & Wilcox boiler seven promi- 
nent features are embodied: Straight tubes, expanded joints, 
forged steel, large furnace volume, adequate and practicable 
baffling, ability to clean exterior surfaces, accesibility to entire 
interior surfaces. 

To the operating engineer the last two features are perhaps 
of the greatest importance, for cleanliness, more than any 
other one thing, is conducive to good steaming capacity, the 
saving of fuel and to prolonging the life of the boiler. 

The baffling of the Babcock & Wilcox boiler directs the hot 
gases of combustion three times across the tubes before they 
escape to the up-take, thus insuring thorough distribution over 
the heating surface and consequent low final temperatures of 
the waste gases. Each of the three “passes” thus formed is 
provided with a series of dusting doors in the side casing, 
closed by patented air-tight shutters, giving access to the space 
between each pair of tubes. A steam lance, therefore, in- 
serted successively through these openings effectually removes 
the soot from the exterior surface of the tubes. When per- 
forming the operation of blowing tubes always have full steam 
pressure on the lance, and move same in and out and from side 
to side to make the steam jet cover all the surface. Also have 
the boiler in operation if possible, the damper open and a good 
draft to take the soot away. If closed fire-room is installed, 
have a strong air pressure on. Place the lance first in the dust- 
door nearest the furnace, 7. e., the bottom opening in the “first 
pass,” and “follow the gases” through the boiler, finishing at 
the opening nearest the up-take, 7. ¢., the top hole in the “third 
pass.” 

Nobody can lay down a fixed rule as to how often it is 
necessary to “blow tubes.” The tubes are accessible for clean- 
ing, however, and when the boiler is steaming and flame pass- 
ing across the tubes, the dust and soot can be easily seen by 
inspection through the dust-doors. The old rule, “an ounce 


International Marine Engineering 


NovEMBER, 1909. 


of prevention is worth a pound of cure,” is a good one to 
follow, and it should be the object of the man in charge to 
utilize the ample means provided and keep the boiler clean. 

The same remarks as to frequency of cleaning apply to the 
inside as well as to the outside of the tubes. Hand-holes are 
provided opposite each end of each tube. These are of the 
familiar elliptical type known to our forefathers, or a modifi- 
cation thereof. The plates are made of forged steel, and are 
faced to receive a thin gasket, as are also the seats on the 
inside surface of the forged steel headers against which the 
plates fit snugly. When making joints, use a seamless gasket 
made of asbestos, with wire insertion. A gasket cut from a 
strip and brought round and “‘pieced,” will surely give trouble in 
the end, and could not even be considered “cheap at half the 
money.” Do not soak gaskets in oil, as this rots them, but use 
plumbago on one side—the side next to the header. For con- 
venience mix the plumbago with a little water. Wipe and 
clean the faced seats on the header and on the hand-hole plate 
carefully. 

Owing to the fact that the tube is straight, the entire in- 
terior surface becomes visible to the observer on the removal 
of a hand-hole plate at each end. The frequency of cleaning 
depends on the condition of the water, amount of make-up 
feed and capacity at which the boiler is operated. A periodic 
examination is the only proper method to pursue. 

The most satisfactory method of cleaning the interior sur- 
face of the tubes is to employ a turbine cleaner propelled by 
water power. A pressure of about 125 pounds per square inch 
is best, and fresh water is preferable, although salt water 
may be used in emergency, provided special care is exercised 
to wash out with fresh water and drain thoroughly afterward. 
When the scale is soft and light, hand scrapers may be used 
effectively. 

The straight tubes and the location of the hand-hole plates 
provide the same facility for repairs as for internal cleaning; 
and the use of the expanded joint, familiar through long usage 
in shell boilers, greatly simplifies the question of repairs, which 
in nearly all instances may be made by the operating force 
without calling on the boiler maker. The same time-honored 
methods of cutting out tubes and nipples and re-rolling joints 
apply to the Babcock & Wilcox boilers as to shell boilers. 

Should it be necessary to replace a tube, the new tube may 
be purchased in the open market, cut to length and without 
bending or threading or other work being performed on it, 
quickly installed in place by the use of the common expander. 
The tube should lap about ™% inch over the inside of the 
header seat. While it is a simple matter to plug a tube in cases 
of necessity, it takes so small an amount of extra time to 
replace a defective tube with a new one that this latter course 
is usually followed, and it may be noted that this sort of re- 
pair work makes the boiler as good as new—not patched. 

Internal corrosion becomes a more and more acute malady 
as the steam pressure carried becomes higher, for the reason 
that with the consequent higher temperature of the contained 
water, the magnesium chloride, which is contained in all sea 
water, and which, unfortunately, too frequently gets into the 
feed system, becomes more and more corrosive. It is a matter 
of prime importance, therefore, to keep the condensers tight 
and to “freshen” up the boiler water by blowing down and 
adding good, fresh, make-up feed. A thin egg-shell scale, 
formed by feeding lime water to a new boiler, is a desirable 
thing, and a partial protection against corrosion; but do not be 
led astray by the idea of making a “salt scale’; it will not work 
at high pressures. 

Another very corrosive element attacking the interior sur- 
face is air in the feed water; and while the internal feed 
arrangement adopted in Babcock & Wilcox boilers does very 
much to separate the air from the incoming feed, it is advis- 
able to raise the filter box to insure a submerged suction to the 


NovEMBER, I900. 


International Marine Engineering 


447 


feed pump and give the air a chance to escape, and also to 
install air chambers on the feed line, acting as reservoirs in 
which the air may be collected and held until discharged. 

The well-known tests for salt and acidity should, of course, 
be applied to the boiler water, and an effort made to keep same 
fresh and neutral (or slightly alkaline) and free from air. 
If this is done and the zincs are kept clean and in substantial 
condition, the bugbear of corrosion may be reduced to a 
minimum. 

The operating engineer who knows his business well enough 
to keep his boiler clean inside and out and free from corrosive 
influences is in a fair way to finding himself in charge of a 
model steam plant and needs little other advice. Possibly, 
however, a few words about water tending and firing may not 
be out of place. The Babcock & Wilcox boiler, of the design 
common in the merchant marine, contains about four times as 
much water as the express type of boiler of equal size, and is 
in consequence not subject to the rapid fluctuations in water 
level that characterize the latter; tending water being there- 
fore a much simpler process. The aim should be to alter the 
checks a little at a time, thus maintaining a uniform feed, and 
it will be found that a very steady water line results. On the 
contrary, if the checks are opened: wide one minute and closed 
tight the next, the water tender will soon be blaming every- 
thing but his own stupidity. 

As to the matter of firing little need be said. The large 
combustion space of the Babcock & Wilcox boiler makes good 
results possible with very indifferent firing, providing the 
grates are covered, as the gases in passing back under the 
reverberatory roof have ample opportunity to mix and burn 
completely before getting in among the tubes of the boiler 
proper. Good firing will, of course, give proportionately good 
results, and a valuable rule is, “Light, Even and Often.” The 
large, high furnace does offer one temptation to the firemen 
which should be guarded against: they are liable to want to 
pile it in and make a coal mine instead of a fire. 

The level grate, with all fire-doors at the same firing height, 
is conducive to ease in handling the fires, and the main object 
of the fireman should be to keep the furnace hot. If the boiler 
is clean, it will absorb the heat effectually and make steam 
economically, and plenty of it. If the boiler is dirty, the re- 
verse will be the case, and the object of this article will not 
have been fulfilled. 


NOTES ON THE INGLIS BOILER. 


The Inglis boiler is a modification of the ordinary Scotch 
boiler. It has three or four furnaces, as in the ordinary cylin- 
drical type. It is fired in the same way, and as regards stoking 
and attention there is no difference between it and the ordinary 
type of boiler. The difference begins, however, immediately 
behind the furnace bridges. Instead of the gases passing from 
the fire grate direct through the tubes, the gases from the 
three furnaces all meet in one common combustion chamber 
of special construction at the back of the furnace bridges. The 
combined gases then pass through a second combustion cham- 
ber, in the form of a corrugated flue, to a third combustion 
chamber at the front of the boiler, where they enter the tubes, 
which extend from front to back end plates. This plan en- 
sures that the cold or green gases from any one furnace, 
while being fired, get thoroughly mixed and ignited by meeting 
the hot gases from the other two furnaces, while the gases at 
the same time pass an extra or third time through the boiler. 
It further ensures that the gases, when they reach the tubes at 
the front of the boiler, are constantly of a uniform tempera- 
ture, thus obviating entirely the principal cause of leaky tube 
ends; and since the tube plate is at the front of the boiler the 


formation of scoria thereon when forcing becomes an im- 
possibility. 

The third or front combustion chamber is formed by a 
removable brick-lined chamber, which further helps to main- 
tain an equal temperature at the tube ends. Where heavy 
forcing and rapid steam raising are required, instead of a 
brick-lined chamber a water-jacketed cover is used, which acts 
as a circulator, the water-jacket being fed entirely from the 
very bottom of the boiler, and discharged into the steam space, 
the circulation also being assisted by four vertical watertubes 
in the back combustion chamber. 

Another important difference in design is that the tubes are 
carried the whole length of the boiler. Of course, the tubes are 
longer than in the ordinary type, and, as a consequence of this, 
the heating surface is increased in the direction most capable 
of transmitting the heat to the water. Due to its greater 
facilities for circulation and to the more uniform temperature 
throughout the boiler, steam can be raised from cold water to 
a pressure of 180 pounds in eighty minutes without in any way 
damaging the boiler. 

Aside from the fact that the boiler will stand a great deal 
more forcing in a closed stoke-hold without damage, the same 
principles that apply to the care and management of a Scotch 
boiler should be observed with the Inglis boiler. 


HANDLING OF THE TAYLOR WATERTUBE BOILER. 


The Taylor watertube boiler is a sectional boiler, having 
twenty-eight sections. Each section consists of thirty-three 
interchangeable elements, giving the boiler 924 short, vertical 
tubes for circulation and steam generation. The elements are 
joined at their ends by internal right and left nipples of forged 
steel, the ends thus forming headers. The construction is 
such that any element can be removed and replaced in two 
hours’ time. 

When placed in the boiler the upper and lower headers of 
each section all but touch the corresponding headers of the 
adjoining sections, thus forming what corresponds to a crown 
sheet above the fire, and closing the top of the flue passage. 
Near the back end a space is left in which there are no sec- 
tions, the water-legs at the sides running to the height of the 
upper headers. This forms an efficient combustion chamber 
exactly similar in form to the combustion chamber of the 
Scotch marine boiler. 

The fire burns back through the furnace, passes up into the 
combustion chamber, and then takes a horizontal path to the 
front of the boiler, coming in contact with the 924 tubes on 
its way. After passing through the nest of sections the heat 
rises through the up-take in front and then passes through the 
nest of feed-heating coils to the stack. The fact that the 
volatile gases have to pass back over the fire and then enter 
the combustion chamber is indicative of good combustion; 
and the long travel of the hot gases through the restricted flue 
area, with the ample amount of heating surface presented to 
them, meets the requirements of good heat absorption. 

In firing the boiler no previous experience with pipe boilers 
is necessary, as the furnace, being in its nature practically the 
same as that of the Scotch boiler, is fired exactly as the 
Scotch would be. The green coal is fed into the front of the 
fire and later pushed back. This compels the gas to pass back 
over the glowing fire, and insures the best combustion. The 
two or three furnaces, as the case may be, should be fired 
alternately, as the combustion chamber is common to all of 
the furnaces, and the incandescent gases from the glowing fire 
will help complete the combustion of the gases from the 
freshly-fired one. Steam pockets, and the burning consequent 
from them are claimed impossible. 


448 


The arrangement for handling the feed water in the Taylor 
boiler has been carefully worked out, with the idea that the 
best way to keep a boiler clean is to prevent any scale-forming 
matter from entering it. If the boiler is blown out according 
to the directions it will be impossible for scale to get into the 
tubes. The feed water after passing through the coils is fed 
into an impurity separator to remove any mud or other matter 
held in suspension. This consists of a 5-inch pipe with the 
ends capped and the lower part encased in the brick work 
around the fire front. The feed passes into the separator from 
the top, and is carried straight down to about its middle by an 
internal pipe. The feed water and the impurities are projected 
downward with a velocity nine times as great as is the flow 
of the water up in the separator to the outlet at the top. The 
sediment will therefore settle in the bottom of the separator, 
where it is protected from the heat, and where the water is 
therefore quiet. From the top of the separator the water is 
piped to the drum, and enters the drum at about the water- 
line, or is sprayed into the steam space. It then reaches a very 
high temperature, and any scale-forming matter held in 
solution is precipitated. 

As the down-flows tap the drum several inches above the 
bottom, the sediment traps in the drum, and is removed by 
opening the blow-off, which is piped to the bottom of the drum. 
Should any be carried down the down-flow pipes it will settle 
in the mud-drums, and will be removed by the bottom blows, 
as there is but little circulation through the mud-drums or up 
the water-legs. It will be seen that the blow-off valves from 
the separator and from the drum are the most important, and 
they should be used as often as experience shows to be neces- 
sary. At intervals, depending on the use, the boiler should 
be given a thorough blowing out, which may be done by first 
blowing all the water from the drum through the drum-blow, 
and then blow down from the bottom blows until the water is 
several inches below the top headers. It will be seen that until 
the drum is empty there will be practically no circulation 
down the water-legs from the sections, for until it is so the 
water would come down the down-flows from the drum. The 
engineer should watch the discharge from the blowing at first, 
and should set his intervals and the amount blown by the 
amount of dirt that he sees discharged. Where steamers are 
on a daily run, about once in two weeks the boiler should be 
fed a solution of salsoda an hour or so before the end of the 
last trip, and this allowed to stand in the boiler all night. In 
the morning it should be drained off and the boiler rinsed out 
and then refilled. 

Steam lances are supplied with the boiler, which blow five 
ways at the end, and with these the flue space can be kept per- 
fectly clean, both fore and aft and between the tubes. 

Any engineer who will give the boiler ordinarily good care 
can get the most excellent results from it, for it has a big, 
square section of furnace with an even height above the entire 
grate; the fire burns back to the combustion chamber, giving 
the very best possible combustion; the travel of the heat is 
through a long and properly proportioned path, with no chance 
of short cutting and with abundant heating surface surround- 
ing it; the steam leaves the heating surface and rises imme- 
diately to the steam space, leaving the heating surface at all 
times covered with water and preserving its heat-absorbing 
capacity, and the rapid circulation increases the heat-absorbing 
capacity of the tube surface. 


According to the Engineering Record, suction gas tugboats 
have been tried on the Rhine, towing cargoes of 350 tons in 
two barges. The boats are said to have proved successful 
and reliable, the cost of fuel being from 50 to 70 percent less 
than that of steam tugs. Lignite, mined in the neighboring 
provinces at very small cost, is used for fuel. 


International Marine Engineering 


NovEMBER, I909. 


INSTRUCTIONS FOR OPERATING ALMY BOILERS. 


The care that should be given an Almy boiler differs little 
from that required by boilers of any other type. It is hardly 
necessary to say that grease, salt and mud must be kept out 
of the boiler, and the heating surface free from soot and ashes, 
if repairs are to be obviated and the greatest efficiency ob- 
tained. 

There is no reasonable excuse for allowing a boiler to suffer 
from grease. In these days of high pressure, the larger per- 
centage of engines are fitted with piston valves which re- 
quire little or no oil. Auxiliaries, especially pumps, need some 
cylinder lubrication, but if purely mineral oil or lubricant, or 
at least that which contains absolutely no animal fats, are used, 
a carefully looked after filter box will guard the boiler from 
any harm. With slide-valve engines more than ordinary care. 
should be used in selecting cylinder lubricant to avoid animal 
grease, 

As this boiler contains only about 10 percent as much water. 
as a Scotch boiler of the same power, more care should be 
exercised and frequent blowing off resorted to if it becomes 
necessary to use salt water, as the density increases much 
faster than with the “tank” boiler. A condition that brings. 
trouble to the engineer and repair bills to the owner is often 
brought about by a small amount (almost imperceptible) of 
salt, combined with animal grease, gradually but constantly 
fed into the boiler. 

In order to obtain the best results freeing the boiler from 
sediment through the blow-off pipe, blowing should be done in 
the morning as soon as there is pressure enough to operate 
the blow-off, say 5 to to pounds. If the boiler has been laying 
quiet during the night, most of the foreign matter will have 
settled, and the blowing at this time will accomplish more than 
fifty times as much as when the boiler is in full operation. 

There are many occasions when from scale or other internal 
troubles it becomes necessary to “doctor” a boiler, but it is 
far from wise to dose it with compounds of unknown in- 
gredients, especially without knowing the origin or component 
parts of the scale. 

The accessibility and ease with which repairs can be made 
to this boiler are worthy of more than a passing glance. As 
the sections are connected at either end with a union and 
asbestos gasket, it is an easy matter to remove a defective 
section and install a new one. Any of the side sections may 
be disconnected and taken out through the ash-pit doors. The 
fore-and-aft sections have to be taken out at the back of the 
boiler, unless the side sections on one side of the fire-box are 
removed, allowing the fore-and-aft sections to come out 
through the ash-pit door. It is not advisable to go to the 
trouble to replace one fore-and-aft section; better stop it off 
with an %-inch metal disc in the top and bottom union, and 
leave it in place. The vertical pipes will, of course, burn away 
after a while, but it takes some time. After a number have. 


been thus treated it is well to lay off and replace them all at — 


once. 

To remove and replace a section, first remove five or six 
grate-bars; next start the bottom union nut with a round- 
nose calking tool, and hammer and back it off. Let a man 
enter the boiler above the sections through the back door, and 
unscrew the top union nut in the same manner as the bottom. 
one. Now pull the bottom end of the section into the fur- 
nace, and the section may be dropped into the ash-pit. 

Clean off the face of the flanged nipples and put the new 
section in place; spring down the top (if necessary) and insert 
the gasket (asbestos about one-sixteenth inch. thick should 
be used, not rubber) ; force the section up against the pack- 
ing; screw on the union nut, using an 18-inch Stillson wrench 
or small chain tongs, and drive up solid with a round- 


NoveMBER, 1909. 


nose calking tool and hammer. Now do the same with the 
bottom end. Be sure to have the section end against the 
packing when screwing the nut on, else the nut may catch the 
packing and harm it. To haul a fire, blow down, stop off a 
section or remove and replace a side section and get steam 
again occupies from one and one-quarter to two hours’ time. 

Now a word about firing. You “Scotch boiler fellows” must 
forget all about Scotch boilers and become fearful that too 
much coal at a time will put the fires out, for it is about the 
same thing with the watertube boiler, so the firing must be 
done light and often. Try to keep a fairly level fire, with the 
sides and ends rather higher than the middle and the corners 
well filled up. There is a great opportunity to lose steam with 
lean corners. Do not let all the firemen fire at once. One 
shovel in a fire room is an excellent precaution. With soft 
coal, break up the fire with a hook. If you use the bar, do not 
turn the fire over, just lift it. If you have rolling bars, roll 
them often and leave them on a new square each time, and 
they will keep straight much longer. If you show a flame at 
the top of the stack “crack” your furnace doors. This will 
some times stop it even with very gasey coal. 

Do not try to keep steam down by closing the damper when 
lying still, but open it and the cleaning doors in front, and 
let the air draw through; cooling down this way will not cause 
leaks in this boiler. Do not “pull your engine wide open” with 
a green or poor fire. If you do you will pull the water over, 
There is very little storage for energy in this boiler and you 
must depend on the fire for it. If you can anticipate your 
leaving time a few minutes, have your fires bright, take care 
of your surplus steam with the “bleeder,” then when you get 
“full speed ahead” close your fire doors and “bleeder” and 
the boiler will respond. 

Keep the heating surface clean, and you will save both labor 
and fuel. Be sure to have the steam jet in the stack in full 
operation while blowing off tubes, and the accumulation will 
all be taken out through the stack. 

Now a few words about laying up. The time spent in thor- 
oughly cleaning the heating surface for a six months’ lay up 
should not be questioned by the owner, even though a man 
puts in six or seven days on a boiler, as ashes and soot collect 
moisture, and that is more or less corrosive in nature, which 
will deteriorate the metal much faster than actually operating 
the boiler. 

After blowing off it is a good idea to thoroughly dry out 
the boiler with a light fire of wood. Then the heating surface 
should be scraped and dusted as completely as possible from 
top to bottom. All iron in ash-pans should be painted with 
iron oxide or red lead paint. Even painting the heating sur- 
face as far as possible is good policy. This or spraying with 
crude oil is desirable if no heat is to be kept in the fire-room 
during the winter. 


SPECIAL POINTS TO BE OBSERVED IN THE UP= 
KEEP OF NICLAUSSE BOILERS. 


One of the most important features of the Niclausse boiler 
is the arrangement of tubes. A form of joint is used which 
enables the tube to be taken down and replaced from the front 
of the boiler. The outside generating tube, which is put in 
first, fits into the back and front of the header by means of 
two long cone joints. The whole is held in position by means 
of a dog, which bears upon the center portion of the lugs of 
two adjacent tubes. The external tube is slightly thickened at 
the end where it joins the lantern, and is turned to a slight 
taper, fitting into a tapered hole in the rear plate of the 
header. The middle portion of the lantern, which is cylindrical 
and of slightly larger diameter, fits into the dividing plate or 
diaphragm of the header, and the extreme end, which is of 


International Marine Engineering 


449 


larger diameter still, is coned, and fits a coned hole in the 
front plate of the header. The inner tube is also provided with 
a lantern of somewhat different form. The bearing points 
are at the diaphragm of the header and the outer portion of 
external lantern. The entire arrangement of tubes can, there- 
fore, be taken out from the front of the boiler. 

In general, Niclausse boilers afford good facilities for in- 
spection and up-keep. It is not sufficient merely to empty the 
tubes from the front ends. They must be taken out and com- 
pletely emptied unless the whole boiler, when laid up, is com- 
pletely filled with fresh water and lime. Frequent inspections 
are necessary, as is the case in any boiler, to see that no 
deposits are occurring to stop the circulation. The taking 
down and replacing of the tubes must be done with care, so as 
not to injure the fine threads. The brick work in front of the 
boilers must also be carefully maintained. 

Stoking with this type of boiler is, of course, very important, 
and must be regular and methodical. The same considera- 
tions apply here, however, as apply to stoking in any similar 
type of watertube boiler. There is one difficulty which should 
be guarded against very carefully, and that is any obstructions 
occurring between the inner and outer tubes which would tend 
to stop the circulation and cause overheating with possible 
rupture. . 

A special form of tube cleaner enables the tubes to be thor- 
oughly cleaned without taking down the side doors. This can 
be done at little trouble, and therefore is likely to be done 
frequently, thus maintaining the efficiency of the heating sur- 
face. Cleaning is effected by fitting a hollow sleeve in place 
of a lantern here and there over the front of the boiler, 
through which the steam cleaning lance can be passed. It also 
enables the lance to be made of fairly large diameter, per- 
mitting a sufficient quantity of steam to blow through, not only 
to clean the tubes, but also to leave their surfaces practically 
dry. The use of the sleeve means the suppression of a few 
tubes and a consequent slight reduction in the quantity of 
heating surface, but compensation for this is found in greater 
cleanliness and consequent efficiency of the heating surface. 


REGARDING THE OPERATION OF SEABURY WATER= 
TUBE BOILERS. 


The Seabury watertube boiler comes in the class of small 
tube boilers with expanded tubes. It consists of a steam drum 
and two water drums, each water drum being connected to the 
steam drum by a series of seamless drawn-steel tubes, bent 
in such a way as to allow for their expansion. The steam 
drum is large, providing a large surface of water to evaporate 
from, an essential feature in the generation of dry steam, 
especially when forced under 5 inches of water pressure, thus 
burning coal up to 100 pounds per square foot of grate sur- 
face with a corresponding high evaporation. Many Sea- 
bury boilers for yacht and torpedo boat work, where forcing 
is carried to the limit, are built with steam domes, from which 
the dry pipe is always able to draw dry steam. 

‘Over the top of the nest of tubes is a heater, consisting of 
steel pipes running lengthwise of the boiler, connected at the 
ends with return bends, making a continuous path for the 
feed water which enters at one end and passes through the 
whole length of the heater, then entering the drum through a 
check valve. No baffle of brick or any other foreign material 
is used, the baffling being accomplished by the arrangement 
of the tubes. 

Wrought iron grate-bars of square section extend through 
the boiler front for the purpose of shaking. By means of this 
shaking grate a hard-coal fire can be kept clean and in good 
condition for a long period. A hard-coal fire cannot be sliced 
and worked the same as when soft coal is used, without ruin- 


_ 450 


International Marine Engineering 


. 


NovEMBER, 1909. 


ing the fire; the shaking grate therefore offers the simplest and 
most effective method for marine work. 

Cleaning doors in both ends of the casing, in way of nests 
of tubes, give access for cleaning accumulations of dirt from 
tubes and heater by means of a steam jet. 

The main requirements for efficient working are: to keep the 
tubes and heater clean by frequent application of the steam jet, 
to keep the interior of the boiler free from oil by blowing 
down frequently, and by use of the surface blow, and, finally, 
to have the firemen trained to carry the proper kind of fire. 
It is also important that the water should not be carried much 
higher than the center of the drum. 

The Seabury boiler is so simple that there are but few 
points about its handling which would be of help to the 
average engineer, other than the knowledge necessary to run 
any watertube boiler. Common to all watertube boilers of the 
small-tube variety, steam may be raised as quickly as a fire 
can be got on the grates. The water should be carried at about 
half a glass, at which level the upper row of tubes is sub- 
merged. Care should be taken to prevent the formation of 
steam in the heater. This is easily done by. keeping the feed 
pump running (even though water is high enough in the 
glass) until the water is seen to rise perceptibly. This in- 
sures the heater being full of water all the time, and prevents 
the formation of steam in a portion of it, thus driving the 
water out into the drum and keeping up a false level in the 
glass. In short, never stop the pump except on a rising glass. 
Boilers should be kept clean, both internally and externally, 
by the frequent use of bottom and surface blows, and by the 
use of steam hose through the cleaning doors provided. The 
firing has to be varied to suit the kind of fuel and forced or 
natural draft, conditions understood by the average fireman, 
and not in any way peculiar to Seabury boilers. In laying up, 
it is always important to get all the water out; to do this the 
feed check between heater and drum should have its valve 
removed, and then after the bonnet has been replaced all the 
water in drum and heater can be blown overboard. 


Annual Meeting of Naval Architects’ Society. 


The seventeenth general meeting of the Society of Naval 
Architects and Marine Engineers will be held in Assembly 
Room No. 1, Engineering Societies building, Thursday and 
Friday, Nov. 18 and 19, 1909, and will begin at 10 A. M. each 
day. The society’s rooms will be open for the use of all mem- 
bers and the usual conveniences provided. 

There will be a banquet at Delmonico’s at 7.00 P. M., 
Friday, Noy. 19, to which all members and their guests are 
cordially invited; tickets are $5.00 each. 

The Council will meet at 3.00 P. M., Wednesday, Nov. 17. 
Proposals for membership should be mailed so as to reach the 
secretary on or before Nov. 17. 

The advance programme of the meetings is as follows: 


THURSDAY, Noy. I8. 
1. The Influence of Length of Parallel Middle Body upon 
Resistance. By Naval Constructor D. W. Taylor, 
U.S. N., vice-president. 
2. The Influence of the Position of the ’Midship Section on 
the Resistance of Some Types of Vessels. By Prof. 
H. C. Sadler, member of Council. 


3. Some Plane Ship-Shaped Stream Forms. By Assistant 


Naval Constructor William McEntee, U. S. N., 
member. 

4. A System of Propulsion for Naval Vessels. By W. L. R. 
Emmet. 


The Producer-Gas Boat Marenging. By BL, ib, Aldrich, 
member of Council. 


On 


6. Building and Equipping the Non-Magnetic Auxiliary 
Yacht Carnegie, with Producer-Gas _ Propelling 
Equipment. By Wallace Downey, associate member. 

7. The Design of Submarines. By Marley F. Hay, member. 


FRIDAY, Noy. IO. 


8. The Foreign Trade Merchant Marine of the United 
States. Can it be Revived? By George W. Dickie, 
member of Council. 

g. Material Handling Arrangements for Vessels on the 
Great Lakes. 

10. Proposed New Rules for the Construction and Classifica- 
tion of Steel Vessels. By James Donald, member. 

11. Rivets in Tension. By Robert Curr, member. 

12, The Strength of Watertight Bulkheads. By Prof. Wm. 
Hovgaard, member. 

13. Cruising Motor Boats. 


THE FASTEST VESSELS IN 
NAVY. 


THE UNITED STATES 


What have proved to be the two fastest vessels in the 
United States navy have just been completed by the Bath 
Iron Works, Ltd., Bath, Me. They are the Flusser and Reid, 
two of the five destroyers, bids for which were opened in 
September, 1907, and contracts for which were awarded as 
follows: The Flusser and Reid to the Bath Iron Works; the 
Smith and Lamson to the William Cramp & Sons Ship & 
Engine Building Company, Philadelphia, Pa., and the Preston 
to the New York Shipbuilding Company, Camden, N. J. The 
contract for the Flusser and Reid specified that the vessels 
were to be delivered to the commandant of the navy yard, 
Boston, Mass., not later than September 28, 1909. 

The hulls of the Flusser and Reid, designed by the Bureau 
of Construction and Repair, are of the following dimensions: 


Length between perpendiculars...............+-- 289 ft. 

ILgagin Over Allll,dsodogecoccoogc00000 00000000000 293 ft. 10% ins. 
Breadth molded at trial waterline................ 25 ft. xz1}+ins. 
Breadth molded extreme............-..--+-+---- 26 ft. 4tins. 
Breadth extreme over guards................---- 27 ft. 

Abratall GhejACETENEINES co bo0000000s0000000v00080000 700 tons 

Trial draft at this displacement................-. 84it. 


As will be seen by the above dimensions the lines are very 
fine. : 

The contract weight allowed for the machinery was 255 tons, 
provision being made for the assessment of a penalty in case 
this weight was exceeded. The machinery, however, complete, 
with water and spares carried on board, weighed only 228 
tons, so that the trial displacement was reduced by this saving 
of 27 tons, less an overweight of 4 tons, or a net weight saved 
of 23 tons. The trial displacement therefore was fixed at 677 
tons, but on all of the trials of these vessels the displacement 
was slightly greater than this. 

The machinery is of the contractor’s design, and consists of 
five Parsons marine steam turbines on three shafts; the main 
high-pressure being on the center shaft; the starboard low-pres- 
sure and intermediate-pressure cruising turbines, together with 
the starboard backing turbine being on the starboard shaft, and 
the port low-pressure and backing turbine and the high-pres- 
sure cruising turbine on the port shaft. The steam piping is 
so arranged that any of these turbines can be run as the 
initial turbine. All of the turbines are in one compartment, 
and they were designed to develop 10,000 shaft-horsepower, at 
800 revolutions per minute, with about 240 pounds of steam in 
the high-pressure steam chest. , 

The two condensers were built up of plate with composition 
tube sheets, each containing 4,000 square feet of cooling sur- 


NovEMBER, 1909. 


International Marine Engineering 


451 


THE NEW UNITED STATES DESTROYER FLUSSER STEAMING AT 33.7 KNOTS. 


face, measured on the outside of the tubes. The tubes are 
curved and expanded into the tube sheets, no packing being 
used. The circulating water is provided by scoops, this 
method proving extremely satisfactory. Small circulating 
pumps, however, are provided for use when the vessel is still 
in the water, or when getting under way. There are the usual 
air pumps, feed pumps, fire and bilge pumps, oil pumps, etc. 


An evaporating distilling apparatus was also provided, with 
the necessary pumps. 

The boilers are four in number, of the Normand return- 
flame type, and are placed in two water-tight compartments, 
there being a smoke-pipe for each of the four boilers. The 
total grate surface is 346.67 square feet, and the total heating 
surface 16,177 square feet. Normand feed-water heaters are 


INTERIOR OF ENGINE ROOM LOOKING FORWARD. 


STARBOARD I. P. AND PORT H. P. TURBINES IN FOREGROUND, 


452 


also provided for each fire-room, and these have proved very 
efficient. Ash ejectors were also fitted. 

In each fire-room are two blowers, designed and built by the 
contractors. It is claimed that these blowers have given most 
excellent service, and have shown themselves capable of deliy- 
ering air at 9 inches pressure in necessary volume. 
than this, each fan, with its engine complete, weighs less than 
goo pounds, 

The electrical plant consisted of one turbo-generator, fur- 
nished by the General Electric Company, together with switch- 
board, searchlight, etc. 

The vessel was also fitted with the usual means of interior 
communication, telephones, bells, etc. 


International Marine Engineering 
$e 


Further - 


NovEMBER, 1909. 


contractors. On Sept. 24 the twelve-hour trial at 24 knots was 
completed, and on Sept. 26 the full power four-hour run. 

The standardization trial of the Reid was held on Oct. 6, 
and was to consist of the following runs, in the order given: 
Three runs at 12 knots, three at 16 knots, three at 24 knots, 
three at 30 knots, five at top speed, and three at 28 knots. Two 
extra runs were made at 28 knots, owing to a misunderstand- 
ing that the counters had broken down, which proved not to 
have been the case. On the afternoon of the same day the 
Reid left Rockland on her twenty-four-hour trial at 16 knots, 
completing this trial and arriving at the works of the con- 
tractors the next afternoon. The next day, Oct. 8, the twelve- 
hour trial at 24 knots was completed, and the following day, 


INTERIOR OF ENGINE ROOM LOOKING AFT, 


The contract specified that the vessels should be given stand- 
ardization trials of not less than twenty runs over the mile, a 
four-hour full speed trial, on which the speed shown should 
average not less than 28 knots, a twelve-hour trial at 24 knots, 
and a twenty-four trial at 16 knots, and that the water con- 
sumption per shaft horsepower should not exceed 25.2 pounds 
on the 16-knot trial, 16.5 pounds on the 24-knot trial, and 15.5 
pounds on the full-speed trial. All of these guarantees were 
met with a comfortable margin. 

The standardization trial of the Flusser was held on 
September 21, over the Government mile at Rockland, Me., 
and was to consist of the following runs, in the order given: 
Three runs at 12 knots, three runs at 16 knots, three runs at 
24 knots, three runs at 26 knots, five runs at top speed, and 
three runs at 28 knots. After entering the mile for the nine- 
teenth run, however, fog shut in, and the halance of the 
runs were abandoned. The data, however; was sufficient to 
construct the speed curve. The next morning, Sept. 22, the 
Flusser left Rockland for her twenty-four-hour trial at 16 
knots, ending this trial the next morning at the works of the 


or the oth, the four-hour full-speed trial was completed. 
The following table gives the results of these trials: 


Flusser. Reid. 

Speed, fastest mile.......... Ne oticer oe o 33-67kts. 34.55kts. 
Mean speed five high runs............. 32.67 33-75 
Maximum shaft NEILOU Cedi . 14,400 15,140 
Mean speed, four hours..........: ; — BOoAlit 31.85 
Speed, best 15 min. during four- hour run 30.85 32.25 
Revolutions necessary for 28 knots..... : 706 = GeO 
Revolutions maintained four hours...... 801 846 
Shaft horsepower during 4 hour trial, av- 

GBR, o0g¢00 00g 0e0 8000000000 Sunoco Muggle 12,564 
Indicated horsepower of auxiliaries dur- 

ing 4 hour trial} average............. 301 310 
Total horsepower during 4 hour trial, av- 

Goo 00096b00000 coviavavagenctatetatet sre belcke EL, O42 12,874 


The horsepower per ton of machinery, jacluding spares and 
water, floors, gratings, handrails, ladders, ete., works out 
at 66, a figure which, so far as known, is a record, 

No limit was placed upon air pressures on the standardiza- 
tion trialss the FPlusser, carrying a maximum of 8 inches on 


NOVEMBER, 1909. 


International Marine Engineering 


453 


the highest run, and the Reid 5 inches in one fire-room and 6% 
in the other. The contract provided, however, that an average 
of 5 inches should not be exceeded on the four-hour trials,and 
the 5-inch average was maintained but not exceeded on both 
vessels. 

Both the Flusser and the Reid were equipped with Parsons 
vacuum augmentors, which performed very satisfactorily, as 
vacuums were maintained on both vessels at all speeds of be- 
tween 28% and 299/10 inches. ‘These vessels are the fastest 
ever built in the United States, the fastest mile covered by the 
Reid being at the rate of 39.78 statute miles per hour. The 
builders are to be congratulated on having turned out such 
successful boats. 


THE OPERATION AND CARE OF MOSHER BOILERS. 


TO PREPARE A NEW BOILER FOR STEAMING. 


Before steaming up a new boiler after it has been installed 
and has passed a satisfactory hydrostatic test, the manhole 
plates in the steam and water drums, as well as the cleaning 
doors in the casing, should be removed when the interior of 
the drums, casing and furnace should be carefully inspected 
to see that no tools, waste or other foreign matter has 
been forgotten and left about the boiler. Then the tubes 
should be thoroughly cleaned and washed out, the dirt being 
easily removed through the hand-holes in the water drums. 
All the interior fittings, such as dry pipe, feed distributing 
pipes, zines and their baskets, scum pans, etc., should be care- 
fully examined to see that they have not been disconnected 
but are secure in their proper places. Examine carefully all 
valves and fittings, particularly the safety valves, to make sure 
they are in proper working order. The seats and covers of 
manholes should be carefully examined, to insure alinement 
and freedom from foreign matter, in order to obtain a per- 
fectly steam-tight joint. 

From 2 to 3 pounds of salsoda, dissolved in water, should be 
put in the boiler for each 1,000 feet of heating surface, and 
then the boiler filled until the water shows a little more than 
half a glass when under steam. Note that the water shows a 
corresponding height by the gage cocks and gage glass. 

A light fire may now be started, and the boiler boiled out 
for one or two hours under 100 pounds pressure. This will 
effectually cut off or dissolve all oils, grease, tallow and other 
foreign matter, after which the boiler should be blown down 
3 or 4 inches by the surface blow, then filled to the previous 
height, and this operation repeated three or four times a few 
minutes apart. Finally, allow the boiler to cool down and 
the water to run out, or blow out, under low-pressure through 
the bottom blow-off valves. The object of cooling the boiler 
down before blowing it down is to prevent the baking on the 
surfaces of any sediment or other impurities by the heating of 
the boiler. 

The boiler can now be refilled with fresh water till the 
glass shows about one-quarter full, which, when under 
“steam, will show about half-full. Before lighting the fire see 
that the air cock is open, or other means for escape of the air 
from the interior of the boiler is provided. 


GETTING UP STEAM. 


Spread a light cover of coal over the whole grate, then 
build a wood fire on top of the coal and gradually add coal as 
the fuel becomes ignited until the required depth of fire is 
obtained, or if another boiler in the same fire-room is under 
steam a few shovels full of burning coal from it may be placed 
near the front of the furnace; the fire will then gradually creep 
back and may soon be spread over the whole grate. The ash- 
pan door should be wide open and the fire-doors slightly open 
when first starting the fire. 


Under ordinary conditions the fire should be started about 
three-quarters of an hour before steaming, in order to enable 
a good bed of coal to become ignited. In cases of emergency, 
however, from fifteen to thirty minutes will be sufficient to 
raise full steam pressure if means are provided for forcing the 
fires. 

The firing should be done regularly at frequent intervals, the 
fires being kept as thin as possible without forming air holes. 
Where a number of boilers are under steam, each having 
several fire-doors, it is preferable to fire the doors beginning 
on the right-hand side in succession on each boiler instead of 
firing all the doors of one boiler before proceeding to the next 
one. 


Broadly speaking, firing may be divided into two classes— 
coking and sprinkling. The former is preferable for natural 
draft, and, if properly handled with the proper supply and 
distribution of air, should be practically smokeless. The air 
supply should be only slightly in excess of the theoretical 
amount required for complete combustion. The fuel should be 
fed at the front end of the furnace and gradually worked 
back by the firing tools. The coking action takes place when 
the fuel is banked at the front of the furnace subject to the 
radiant heat of the more active portion of the grate. The com- 
bustion of the gases is greatly assisted by the admission of 
pre-heated air, preferably delivered in the form of jets at high 
velocity into the furnace above the fuel. Means to supply air 
jets and means for pre-heating the air are always provided 
in Mosher boilers. 

All parts of the fire over which the gases from the fresh 
fuel pass should be kept at a sufficiently high temperature to 
ignite them. At the same time the supply of air for the fuel 
should be delivered in the form of numerous jets at high 
velocity, in order to thoroughly mix the air with the gases and 
insure complete combustion. 

The fires should be of even thickness and as thin as pos- 
sible. Generally, they should not exceed 5 or 6 inches unless 
there is a very strong draft. 


FORCED DRAFT. 


For boilers running under forced draft, particularly where 
there is a fluctuating demand for steam, the sprinkling method 
of firing is more suitable. The fuel in this case is evenly 
spread over the entire surface of the fire in each of the 
charges, care being taken to fill up any holes. 


The average depth of the fire with a draft equal to a column 
of water 3 or 4 inches high should not be over 8 or g inches. 
Naturally, the heavier the draft the heavier the fire, but it 
should be borne in mind that the thinner the fire the better 
the combustion, provided thin places and holes can positively 
be avoided. 


If air is admitted into the ash-pan entirely through doors in 
the front end under heavy forced draft, its momentum car- 
ries it to the back end of the furnace with such force as 
to cause a very much greater amount of coal to be burned 
at the end of the grate, unless the fire is carried much thicker 
at that point. In some cases, the fire should be carried as much 
as 50 percent thicker at that end than at the end of the 
furnace nearest the door in order to realize an equal rate of 
combustion for all parts of the grate. 


If the maximum steaming capacity is required, it can be 
more easily attained by keeping the largest possible area of the 
fire in an incandescent condition at the greatest possible heat. 
An extended front greatly assists in this case, as it enables 
practically all that portion of the fire under the tubes to be 
kept in an incandescent state, the radiant heat from which, it 
is admitted by eminent authorities, does fully 50 percent of the 
work. 


454 


SLICING FIRES. 

No very definite instructions can be given for slicing fires, 
since this depends on so many variable factors. It is suf- 
ficient to say that it is necessary to slice the fires frequently 
enough to thoroughly break up the coking of the coal and dis- 
tribute it so as to fill up any holes as well as to raise off from 
the grate any clinkers that coke on and prevent air from 
getting through. Of course, a dead place in the fire indicates 
that slicing is necessary. 


CLEANING FIRES. 

In cleaning fires when under way it is essential that the 
amount of grate surface put out of effective use at one time 
be as small as possible. Where there are a number of boilers 
it is best to burn down the fire in the boiler to be cleaned at 
a time when the fires in the other boilers are at their maximum 
heat. It is also advisable to clean only that portion of the 
fire opposite one door at a time, pushing the unconsumed por- 
tion of the fire on the adjacent side of the grate. Thor- 
oughly remove all ashes and clinkers, after which the fire 
may be hoed back and spread evenly over the grates and cov- 
ered with a thin layer of coal. Some interval, during which 
another boiler may be cleaned, should elapse before cleaning 
the next portion of the fire in the first boiler. 


BANKING FIRES. 


The fires should first be cleaned, the feed pump being al- 
lowed to run until the gage shows about three-quarters -full. 
After cleaning, the fires should be pushed back and banked 
at the back end of the furnace, the ash-pan doors being closed 
and the fire-doors completely or nearly closed, as required. 

If it is desired to keep the steam pressure up for a few 
hours, and the fire in such a condition that it can be spread 
and brought to its maximum capacity in a few minutes by the 
aid of forced draft, it is best to cover the banked fire with 
only fresh coal; whereas, if the fire is to be kept over night 
with only a low-pressure of steam, it is best to cover the 
banked fire with wet ashes and partly open the dampers in the 
stack, or open the doors into the up-take. 


CLEANING BOILERS. 

The best way to keep a boiler clean is to thoroughly purify 
the water from all scale-forming matter: or other impurities 
before it enters the boiler. If this is not practical, and the 
interior of the boiler becomes coated with scale or other im- 
purities, easy access can be had to all interior parts of the 
Mosher boiler. As many as fifty tubes may be examined, 
cleaned or replaced through each of the hand-holes in the 
upper portion of the steam drum. If there is an excessive 
amount of impurities in the boiler, the steam and water drums 
may be entered through manholes, and the interior of all the 
tubes conveniently cleaned by any of the ordinary tools. 

To keep the exterior of the boiler free from soot and dust, 
the Mosher boiler is provided with cleaning doors for use 
when the boilers are not under steam, in addition to three 
soot-blowing pipes, permanently built in the boiler casing away 
from the heat, so that they will not be burned out. These 
pipes, which are of substantial size, run the whole length of 
the casing, and are perforated with four rows of holes, so 
arranged as to cause jets of steam to be blown over practically 
all portions of the boiler tubes. These pipes take steam direct 
from the boiler and are controlled by a single valve. By 
opening this valve two or three times a day the tubes can be 
kept clean and in a highly efficient condition. 


PRIMING AND FOAMING. 


It is claimed that Mosher boilers do not foam or prime 
with average good feed water, because of the very large steam 


International Marine Engineering 
i eee ea FN me 


NovEMBER, 1909. 


drums with a great volume of steam space and large releasing 
area. Priming is usually caused by the production of more 
steam than can be released from the surface of the water level. 
In this case the whole surface of the water is literally heaved 
up to the steam outlet in sheets. Priming will also occur when 
the volume of steam space is too small, especially when sup- 
plying steam to very slow-running engines, which take large 
quantities of steam at widely separate intervals, causing a con- 
tinuous surging of the water. Foaming is very apt to take 
place when first starting, or at any time, if the boilers are 
driven hard with forced draft. It may be due to dirty water, 
oil in the water or any alkali or soapy matter in the water. 
When foaming takes place in a properly managed boiler, 
checking the flow of steam will usually prevent it. If caused 
by dirty water or scum on the water, blowing down on the 
surface and bottom blows and pumping will usually cure it. 
In case of very violent foaming reduce the draft and partly 
cover the fires. 


LAYING UP A BOILER. 


If a boiler is not required for some time, empty and dry it 
thoroughly; this may be done by the use of brazier’s torch, 
using gasoline, or a small charcoal fire may be started in each 
of the drums. After it is well dried out a quantity of quick- 
lime should be placed in open pans, say 5 pounds to the pan, 
and left in each of the drums. Everything should then be 
closed up tight. The boiler should be opened at the end of a 
month, and if the lime is found slacked, it shows that moisture 
is present and the lime should be: renewed. After this 
the lime should be renewed frequently, in any case 
every six months. If the boiler is only to be laid up 
for a short time, then fill it quite full of water, and put in 
a quantity of common washing soda (5 to 15 pounds, or 5 
pounds for every 1,000 pounds of water) and close up tightly. 
All external parts exposed to dampness should receive a 
coating of linseed oil. The tubes or other parts of the heating 
surface that cannot be conveniently reached can be pretty well 
protected from corrosion by building a slow fire of tar or 
other resinous material. The tarry smoke will condense on 
the tubes and furnish protection from air and its moisture. 
Finally, close up the furnace, ash-pan and casing as tightly 
as possible. 


REPAIRS. 


Should a tube give out the fire should be drawn and the 
water removed from the boiler, after which the manhole cov- 
ers may be removed from the steam and water-drums, giving 
access to all the tube ends. In case of temporary repairs the 
tube may be plugged by driving a tapered plug into the ends 
from both the steam and water-drums, the operation requiring 
but a few minutes. Whenever it is found convenient to re- 
place the tube, after removing the manholes as above, and 
one of the hand-hole plates opposite the defective tube, the 
tube may be removed by splitting the ends with a diamond- 
point chisel, and then losening the ends with a tool known as 
an oyster knife. When the tube is loose it may be driven up 
from the water-drum end and then passed up through the 
hand-hole. 


To replace a tube, the new tube is passed through the hand- 
hole and then through the tube sheets in the steam drum, until 
the lower end passes through the water-drum tube sheet about 
14 inch, after which both ends may be expanded with an 
ordinary tube expander. 

It is very important to keep the brick-work in good repair, 
as otherwise the casing may be warped or suffer other injuries. 
All bricks are secured with bolts, and any injury to the brick 
is localized to the brick affected, which may be easily re- 
placed. 


NovEMBER, 1909. 


CARE AND HANDLING OF A ROBERTS BOILER. 


To take care of a Roberts boiler and get the most out of it, 
it is only necessary to give it about one-half as good care and 
attention as you would a shell boiler. The main points to be 
borne in mind are that the water level should be kept at the 
proper height and the fire as clean and hot as possible. If 
these requirements are met the boiler will steam satisfactorily, 
with one proviso only; that is, scale must be kept out of the 
boiler. 

The one enemy of all watertube boilers is scale. This, how- 
ever, can easily be prevented, and in this connection everyone 
should remember that prevention is much easier than cure, 
mainly because prevention eliminates all the work necessary to 
clean the scale out, even if the necessary apertures are pro- 
vided for the purpose. No such apertures, hand-holes, man- 
holes or plugs are provided in a Roberts boiler, however, be- 
cause the manufacturers claim that the formation of scale in 
the boiler can, and should, be prevented. 

Of course, occasionally the soot should be cleaned off the 
outside of the coils if it forms to any extent from the use of 
soft coal or wood. 

Since all parts of the boiler are built in duplicate and are 
interchangeable, repairs can be made quickly and with com- 
parative ease. It is only necessary to remove any given section 
and replace it to effect any repairs. All joints are screwed 
joints, which the manufacturers claim are less liable to acci- 
dents than the expanded joints which are usually used in 
boiler work. 


HOW TO GET THE BEST EFFICIENCY FROM A 
COCHRAN DONKEY BOILER. 


The primary object of the donkey boiler is to relieve the 
main boilers of the arduous and exacting duty of discharging 
cargo and driving the auxiliary machinery when the vessel is 
in port. That the main boilers be kept in good condition, clear 
of dirt and scale, and not subjected to sudden changes of 
temperature, is the constant aim of the engineers in charge, 
and this can only be accomplished by devolving the dirty work 
upon the long-suffering donkey. The donkey, therefore, usu- 
ally has to be content with water from the ship’s side, as salt 
as the sea can make it, and perhaps, if the sea-cock is near 
the vessel’s bilge, with a good supply of mud as well. Further- 
more, it is invariably heavily overloaded. There is therefore 
much to be said regarding the handling of the donkey to get 
the greatest efficiency from it. 

In the first place, let the donkey boiler be large enough, and 
let the same attention to cleaning it be given when it is off 
duty as is given to the main boilers. Its size must be consid- 
ered in relation to the duty it has to perform. Not only must 
the size and number of winches to be driven be taken into 
account, but consideration must also be given to the class of 
cargo to be worked. Coal whipping and grain cargoes call 
for very strenuous work on the part of the donkey, particu- 
larly when working on the bottom half of the cargo. Steam is 
required in a continuous supply, and if the winches are in poor 
condition the strain is very great. 

The following shows the amount of heating surface which 
has been found to give satisfactory results, and which should 
always be insisted on by owners. Even a still larger heating 
surface is well worth the slight extra money involved: 

One 5-inch double-cylinder winch requires from 50 to 60 
square feet heating surface. 

One 6-inch double-cylinder winch requires from 80 to 100 
square feet heating surface. 

One 7-inch double-cylinder winch requires from 100 to 120 
square feet heating surface. 


International Marine Engineering 


455 


One 8-inch double-cylinder winch requires from 140 to 160 
square feet heating surface. 

Having seen that the donkey boiler is large enough, the next 
point requiring attention is the position of the boiler in stoke- 
hole and the lead and size of the chimney. The boiler must 
be so placed that an ample supply of fresh air shall be avail- 
able for combustion, and it is very important that a good 
ventilating shaft should be brought near to the front of the 
boiler. 

More important still is the funnel. The donkey boiler must 
have a funnel of its own, the longer the better, and the same 
size as the opening on the top of the smoke-box. To reduce 
the diameter is absolutely fatal to the steaming capacity of the 
boiler. Again, if the donkey funnel is led into the main funnel 
it must be led to the top of it. There is no use merely 
leading a short length of funnel from the donkey to the main 
funnel, and expecting the main funnel to create a draft for the 
donkey boiler. Any draft created in the main funnel will only 
be drawn from the main boilers, or more probably still, from 
the main smoke-boxes, whose doors are often open when steam 
is off the main boilers. 

The next point to consider is the feed water and the in: 
ternal cleaning of the boiler. 


As has already been pointed out the donkey boiler has to be 
content with salt, and often muddy, water, with the result that 
much scale is deposited on the heating surface. Provided that 
this scale is not allowed to get too thick, no undue overheat- 
ing need take place, but it is imperative that it be removed at 
the very first opportunity available. It is also a sine qua now 
that the donkey boiler must be so designed that the scale can 
be readily removed and all parts of the heating surface be 
accessible for this purpose. 


The cleaning of the donkey boiler should be attended to 
immediately after the vessel leaves port, and not left, as is so 
often the case, to the day before it is to be used again. It is 
quite possible that in the two or three days it may have been 
at work a deposit of 1% inch may have formed on the 
furnace, back tube plates and tubes, and this deposit will usu- 
ally contain not only common salt and mud but a number of 
other ingredients, such as magnesium chloride and other 
hygroscopic salts, which are positively injurious to the steel 
and iron of which the boiler is constructed. These chemicals, 
in conjunction with damp heat, will often set up rapid cor- 
rosion in the tubes and plates of the boiler, and in a few years,. 
or even less, serious trouble may accrue. 


It is recommended that all this scale be removed at the very 
earliest opportunity, and after having been thoroughly washed 
out, the boiler should be carefully dried inside and made air- 
tight by the shutting of all cocks and valves and the proper 
joining up of the manhole and mud-doors. 


It cannot be too strongly borne in mind that, unlike the 
main boilers, the depreciation of the donkey boiler does not 
take place during the period it is under steam, but during the 
long periods when it is out of use, and the chemical scale and 
damp, hot atmosphere inside it are eating into its materiall 
during its idle time on the voyage. 

Turning to the question of stoking, much sympathy must: 
be bestowed upon the donkey man. His lot is not a happy 
one, for, as in the case of the donkey boiler itself, the impos- 
sible is too often expected of him. Feeling the hopelessness 
of doing what is wanted, the cruel logic of the situation seizes 
him, and he does not attempt it, and ends by doing even less 
than might reasonably be expected. The result is in all proba- 
bility a dirty fire, sooty tubes, and, worse than all, a choked-up 
ash-pit, with the consequent overheating and dropping out of 
the fire-bars. To get the best results out of the donkey boiler 
it is imperative that the ash-pit be kept clear of ashes to allow 
of a copious supply of air to the under side of the fire. 


456 


International Marine Engineering 


NOVEMBER, 1909. 


PRACTICAL LETTERS FROM MARINE ENGINEERS.* 


Experiences Relating to the Design, Care and Handling of Marine Engines, Boilers and 
Auxiliaries; Breakdowns at Sea and Repairs. 


Boiler Corrosion. 


One of the most dangerous faults which may develop on 
board a steamship, after a certain amount of wear and tear, 
is the corrosion of the boilers, and a considerable amount of 
close attention and inspection is required in order to safeguard 
the boat against danger from this cause. Boiler corrosion is 
due to three main causes—air, acid and galvanic action. Of 
these the two former, air and acid, enter the boiler from the 
outside with the feed water, while galvanic action is set up 
inside the boiler by the heat and either alkaline or acid water 
acting on the different metals employed in the boiler. 

Corrosion, however formed, shows itself in pitting and 
eaten surfaces, and it is usually found at points where the 
heat impinges on the boiler to the greatest extent. These 
surfaces are generally along the lines of the fire-bars on the 
water-side of the furnaces, on the sides, bottom and middle 
of backs of combustion chambers, also in a lesser degree on 
the combustion chamber stays nearest to the combustion 
‘chamber, and sometimes on the main stays nearest to the up- 
take end of the boiler. All of these parts should be very 
carefully examined when a boiler is laid off for repairs or 
while in dock. On the external surface of the boiler corrosion 
is caused by rust and by any burning of the heated surfaces 
which may take place. There is another kind of corrosion, 
technically called “grooving,” which is sometimes found at the 
seams of the boiler, and is due to the mechanical action on 
the metal owing to expansions and contractions of the boiler. 

In order to avoid the various types of corrosion mentioned 
above it is necessary to adopt certain precautions and rem- 
edies, which may-be detailed as follows: It should be reckoned 
as an axiom that air should be excluded from a boiler as 
much as possible, as it tends to rust and corrode the plates. 
A most useful means of performing this is by the use of feed 
heaters, in order to thoroughly heat the water before entering 
the boiler. This not only drives off a large amount of con- 
tained air, but also, by sending the water into the boiler in a 
hot condition, tends to keep up a better circulation in the 
interior of the boiler; bad circulation is a very potent cause of 
corrosion of boilers, inasmuch as there is always a certain 
amount of oxygen in the water, which is liberated by heat. 
If a boiler has bad circulation this free oxygen attacks the 


metal plates and forms rust; whereas in a boiler possessing ~ 


good circulation the free oxygen is detached from any sur- 
face upon which it may happen to rest and rises to the steam 
space. 

In order to safeguard against exposed metal surfaces form- 
ing a favorable opportunity for rusting, new boilers should be 
lime-washed in the water and steam spaces before using, and 
if rust is found on the plates after the first running the lime- 
washing should be repeated. In the meantime a scale should 
be induced on the boiler plates by keeping the density low by 
means of scumming, and also by the use of lime added to the 
feed water. This, of course, should only be used in moderate 
quantity, as only a very thin scale is required in order to 
protect the interior of the boiler front rust. 

It will be easily understood that acids attack boilers very 
readily, and these are brought into the boiler by the feed 
water. The chief source of this acidity is the decomposition 
of oil, which arises from a too frequent internal lubrication 


* These letters are contributed by our readers and paid for at our 
regular rates. 


of the engine. Where lubrication is necessary only the best 
mineral oil should be used for the pistons and piston rods. 
Moreover, the gland packing should preferably be greased by 
mineral oil rather than with the tallow which is so frequently 
employed Animal and vegetable oils always decompose in the 
high temperature of the boiler, and cause the formation of 
acids, whose action, if not checked, induces a great amount 
of corrosion and pitting. As pitting, 1f once started, is ex- 
ceedingly hard to stop, the boiler water should be frequently 
tested for acidity by means of litmus paper. 

If such boiler-feed waters are discovered to be acid by this 
test, soda or soda and lime should be added to the feed water, 
preferably in small quantities administered every day, although 
in engines which under regular conditions will run almost 
without internal lubrication the use of soda need not be so 
frequent. In one very bad instance of pitting and corrosion, a 
set of boilers which was attacked in this way was always 
opened out when in port and the corroded surfaces were 
scraped clean and washed with soda after being coated with 
lime-wash. This was done regularly, the result being that the 
pitting did not get any worse. In order to prevent oil from 
entering the boiler, even if it is necessary to use it in the 
engine lubrication, it is advisable to fit efficient oil filters in the 
feed-water service, so as to intercept any particles of oil before 
passing to the boiler. For seagoing practice, filters employing 
cores are the most suitable, as the filtering medium can be 
readily changed, even on the longest voyage. 

One of the most fruitful causes of corrosion and pitting is 
galvanic action, and this is prevented by the use of zinc plates 
hanging in the water space of the boiler. These plates are 
attached to suitable hangers, having a proper metallic connec- 
tion with the plates of the boiler. They should also be at- 
tached to the stays, furnace tubes and combustion chamber 
stays. Galvanic corrosion is thus transferred to the zinc, 
which is thus eaten away and the iron and steel preserved. 
It is found in practice that zinc plates are better than zinc 
balls connected to the boiler parts by wires, which is a fre- 
quent arrangement, inasmuch as the wires do not make a per- 
fect connection. 

It may be mentioned that although there are at the present 
time many liquids manufactured for the purpose of preventing 
boiler corrosion, these are not generally used in marine prac- 
tice, and, generally speaking, it is hardly advisable to adopt 
them except under very careful skilled advice. Some of these 
liquids, as a matter of fact, do considerably more harm than 
good. 

External corrosion of the boiler is a matter which can to a 
greater extent be more easily and immediately detected than 
internal corrosion. It can, as a rule, be prevented by keeping 
the mounting glands tight, and by seeing that the surface is 
thoroughly treated with a good composition or a covering 
of red lead and paraffin. The mattresses or boiler coverings 
should always be kept in good order and condition, and if 
attention is paid to these points of up-keep it is probable that 
the danger from corrosion will be very largely minimized, if 
not altogether obviated. fly Tele Ss 


Circulating Valves. 


The type of valve which is usually used on board ship for 
circulating pumps, ballast donkeys and bilge pumps is con- 


NOVEMBER, IQ09. 


structed of rubber, and the maintenance of these valves is a 
very costly item in the upkeep of a boat. On examination of 
such valves, after a period of running, it will be found that 
the part at which the valves wear to the greatest extent is at 
the center hole. This is easily understood from the fact that 
with the constant wear on the spigot bolt the hole gradually 
widens and wears too big until part of the ports in the valve 
seat are left open. In this way the vacuum of the pump is 
spoiled. 

In order to obviate this difficulty a simple device has been 
tried which, as a matter of fact, has been found to increase 
the life of the valve roughly four times, and, therefore, causes 
a considerable saving. A piece of 1/32-inch Muntz metal is 
cut into a strip equal to the thickness of the valve. It is then 
bent round the spigot bolt, so as to form a loose fit and cut 
off accurately to length so as to form a true cylinder. This 
cylinder is then fitted into the center hole of the valve, and by 
means of this piece of strengthening metal it will be seen 
that the wear is now on the Muntz metal instead of on the 
valve, and a considerable saving is thereby effected. 

CHartes P. STARKWEATHER. 


Breakdown of a Reversing Gear. 


In spite of the precautions taken to make the factor of 
safety of ships’ machinery considerably in excess of any 
reasonable demand it sometimes occurs that mishaps happen, 
and in the case of the reversing gear this usually occurs at 
the most anxious time to the engineer; that is to say, when 
the boat is going into or leaving port. Such an accident may 
happen because the drain cock has not been opened and the 
water in the cylinder causes a breakdown to the gear. Possi- 
bly this is accompanied by the cutting away of the cylinder 
bottom, the fracture of the connecting-rod pin or the bending 
or fracture of the slide rod. 

In most steamers the steam reversing gear can be operated 
by hand, but it will be realized that this is a very slow process. 
It is not by any means capable of use in working the ship 
into or out of port, as it is usually necessary to move the ship 
quickly. 

A very rough but good plan to adopt in cases where any 
stoppage to repair the gear would be dangerous or expensive 
to the owners would be to take the L piece of a drilling 
standard, and clamp this on to the wheel as quickly as possible. 
By bringing two firemen from the stokehold to turn the wheel 
it is possible to handle the boat quickly, as this arrangement 
gives a good leverage, using the L piece as the handle. If 
there has been further trouble, such as bent rods, it is neces- 
sary, of course, to quickly discount these. R. A. BrusH. 


Overheated Tunnel Bearings. 


Designers of marine engines and machinery sometimes for- 
get that a steel steamer is to a certain extent flexible, and 
should be considered somewhat in the light of a lattice girder, 
which is alternately supported at the ends and in the middle. 
There is, however, this difference, that whereas the composi- 
tion and loading of the girder are uniform, those of a ship 
vary from time to time. For example, a steamer when 
loaded with grain may take up a certain slight distortion, 
while in the same ship, when loaded with iron, an entirely 
different distortion may occur, a third condition arising when 
the boat is light. 

This variation in the condition of the hull reflects itself ‘in 
the varying degrees of attention which have to be paid to the 
bearings in which the propeller shaft runs. In one case, No. 


International Marine Engineering 457 


1 or No, 2 tunnel bearing may run warm when the ship is 
loaded with grain, and when the ship is light the same bear- 
ings may run quite cool. As a matter of fact, in some boats 
which leave port with different cargoes it is impossible to tell 
which bearing is going to run warm. In one instance a bear- 
ing became so hot due to this cause that the white metal. 
melted away. * f 

In order to remedy this occurrence, if it happens at sea, a: 
method adopted is to take a hardwood block and cut a small V, 
in‘its center. This should then be wedged up under the shaft 
on either side of the bearing. There is always room for this’ 
to be done on the plummer block. When the weight of the 
shaft has been taken in this way. on the wood block, it is 
safe to draw the bolts and take away the bottom brass, run- 
ning this up again with white metal. 

This may seem a rather risky expedient, but it very often 
happens that it would be very unwise to stop the vessel for 
such a repair, and if plenty of oil is kept on the block the 
shaft may be found to run quite well. It is advisable to have 
a hammer lying near the block, so that the engineer on watch 
going along the tunnel every hour may knock in the wedges 
as the hardwood block wears away. EXPERIENCE. 


Sewer Gas in Boilers. 


When I was second engineer of an Atlantic liner sailing 
from the River Clyde, I had an experience which was interest- 
ing. Before the installation of the sewage-treatment plant at 
Dalmins, the Clyde used to become very “strong” in the 
summer months. We were lying at the quay during one of 
these periods, and I sent the third engineer to open up a valve 
through which we had been pumping Clyde water. He had an 
open lamp with him, and when he lifted the cover an ex- 
plosion took place, and he was rather severely burned. 

On making inquiries I found that this was not an isolated 
case, as | was told of an explosion which had occurred when 
taking off a condenser door. Probably a mixture of air and 
marsh gas made the explosive mixture—M. C. Gillean, im 
Power and the Engineer. 

BARCELONA, SPAIN. 


A Novel Steamship Repair. 


An account of the replacement of a broken tail-shaft in the 
large steam tug Dolphin, belonging to Messrs. S. Pearson & 
Sons, is given by John Marshall, 14 West Bute street, Cardiff. 
He states that this vessel was lying in fairly deep water in the 
harbor at Sulina Cruz, on the Pacific Coast of Mexico. In the 
operation the propeller was first removed by a diver, and then 
the tail-shaft was drawn in towards the engine. To prevent 
the inrush of water, the diver slipped into the stern-tube a 
taper wooden plug, around which was an india rubber ring, to 
make it watertight. This was forced in and afterwards se- 
cured by means of a wooden chock wedged in between the 
head of the plug and the rudder post. The new tail-shaft was 
then put in place. Between the fore-and-after sleeve there 
were fitted wooden battens to make up the space between the 
sleeves, and to render the shaft of the same diameter through- 
out its length. These battens were kept in place by bands of 
copper wire laid in grooves prepared in the battens to receive 
them. When the new shaft was in the stern-tube the packing 
and the gland were replaced and screwed up sufficiently to pre- 
vent a rush of water. A jack was then placed at the inner end 
of the shaft, which was forced into its place, pushing out the 
plug from the stern-tube. The propeller was put on by the 
diver, and finally hammered up by means of a dolly slung and 
manipulated from the deck and guided below by the diver.— 
The Steamship. 


International Marine Engineering 


NoveMBER, 1900. 


Published Monthly at 


17 Battery Place New York 
By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 


GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 


Branch ieee Machinery Dept., The Bourse, S. W. ANNEss. 
Offices ( Boston, 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Enginering, Inc., New York. 
INTERNATIONAL MarINE ENGINEERING is registered in the United States 
Patent Office. 

Copyright in Great Britain, entered at Stationers’ Hall, London. 


Circulation Statement. 

We pride ourselves on the quality of the paid circulation of INTER- 
NATIONAL MARINE ENGINEERING, as it includes the world’s leading naval 
architects, marine engineers, shipbuilders, yacht owners, experts in the 
navies of all the great nations, chief engineers in all merchant marines, 
etc. In quantity we guarantee our paid circulation to exceed that of 
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field. Our subscription lists are always open for inspection. 

The edition of this issue comprises 6,100 copies. We have no free 
list, and accept no return copies. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
ts to be submitted, copy must be in our hands not later than the roth of 
the month. 


Boiler-Room Economy. 


Economy in the boiler room of a steamship depends 
not only upon the design of the boiler, the design of 
the furnace and the quality of fuel used, but also upon 
the skill of the firemen and the care and management 
of the boilers. Obviously a well-proportioned boiler 
will not prove efficient if the heating surface is allowed 
to become coated on one side with a thick scale and on 
the other with a covering of soot and ashes. Neither 
will a well-designed furnace produce complete combus- 
tion if the fuel is improperly fired or the distilled gases 
prevented from mixing with the proper amount of air 
at a temperature necessary to support combustion. 
Above all, no problem of boiler economy should be 
considered by itself. It should be remembered that 
every factor entering into the design and operation of 


a steamship is more or less the result of a compromise ; 
that, in fact, the entire vessel is essentially a com- 
promise ; and, consequently, every problem of economy 
should be considered in relation to the entire vessel, 
taking into account the limits of weight, space and cost 
available, and the purpose for which the vessel is to 
be used. 

Two separate and distinct processes are carried out 
in a steam-generating plant: first, the combustion of 
the fuel; and second, the evaporation of the water into 
steam. There are many opportunities for losses in 
both of these processes, and, unfortunately, things 
which tend toward economy in one direction are fre- 
quently the very things which cause loss of efficiency 
in the other. For instance, in order to burn bituminous 
coal it is necessary to first distil the gases from the 
coal, then mix them with the required amount of oxy- 
gen and maintain a proper temperature for their com- 
bustion. For this reason it is an advantage to keep 
the gases at a high temperature in the furnace as long 
as possible. On the other hand, the evaporation of the 
water requires that the heat thus generated shall be 
extracted from the gases in the shortest possible time. 
In the present-day steam plant the former process has 
teached a higher degree of perfection than the latter. 

As far as the latter is concerned, little is actually 
known regarding the rate of transmission of heat from 
hot gases through metallic surfaces to water. Rapid 
circulation of the water in the boiler and of the gases 
through the boiler apparently tend to increase the rate 
of evaporation, as has frequently been proved by the 
simple experiment of stopping up half of the tubes 
in a locomotive boiler and maintaining the same rate 
of combustion on the grate. Obviously the gases must 
pass through the tubes with twice the velocity, and 
the corresponding rate of evaporation per square foot 
of heating surface is doubled. This is accomplished 
without any great decrease in the efficiency of the fur- 
nace. Also, in a recent installation of stationary 
boilers two furnaces were installed under the same 
boiler, one at the front and one at the back. The re- 
sult was that the evaporative power of the boiler was 
nearly doubled, with a loss in efficiency of only about 
3 percent. Further corroboration of these results is 
found in recent experiments made by the United States 
Geological Survey, which seem to indicate that boilers 
should be made to do from ten to twenty times as much 
work per unit area of heating surface as they do now. 
This great increase is to be accomplished by forcing 
the hot gases through the boiler at a very much greater 
velocity than is now customary, as it has been found 
that the faster the gases travel parallel to the heating 
surface the greater the amount of heat which is trans- 
mitted from them to the water in the boiler, due to the 
removal of the cooled-off gas particles, which cling to 
the heating surface, forming a film which greatly re- 
tards the transfer of heat, and the bringing into con- 


NovEMBER, 1900. 


International Marine Engineering 


459 


tact with the dry side of the heating surface other 
heated particles of gas. It is probable that improve- 
ments in design may soon be made along the lines 
vaguely suggested by the foregoing experiments ; and 
if they are, even though they involve a decrease in 
efficiency in the steam-generating plant as such, due 
to the rapid combustion of large quantities of fuel, 
yet they would be readily welcomed for marine work, 
since they would undoubtedly permit a substantial re- 
duction in boiler weights and space. 

As we have previously stated, however, boiler-room 
economy does not depend entirely upon improvements 
in the design of boilers and furnaces. Skillful firing 
and the intelligent care and management of boilers are 
equally important. When watertube boilers were first 
being advocated for merchant vessels in the United 
States an installation of Belleville boilers was made 
in the passenger steamships Northwest and North- 
land, on the Great Lakes. These boilers gave consid- 
erable trouble for various reasons, and were subse- 
quently replaced by Scotch boilers; but for one season 
the watertube boilers ran with a fair amount of suc- 
cess. This success was attributed to the fact that 
Spanish firemen were imported for working the boilers. 
The Spanish firemen were more or less familiar with 
this type of boiler, and were employed for the entire 
season,so they were able to become thoroughly familiar 
with their work, and since they were unable to speak 
English, they simply obeyed the instructions of the 
head fireman, who knew exactly how the boilers should 
be managed in order to get the best efficiency from 
them.. Thus they were able to do what American fire- 
men, who were only familiar with the firing of Scotch 
boilers and who rarely stayed on the ships long enough 
at a time to learn to fire the Belleville boilers, were un- 
able to do. This is only one of many instances that 
might be cited to show the importance of proper firing 
in the economical management of any steam plant. 

The importance of firing is brought out strongly in 
the various articles which we publish this month giv- 
ing instructions for the care and management of dif- 
ferent types of boilers in order to get the greatest effi- 
ciency from them. Undoubtedly Scotch boilers are 
the easiest to fire, for the grates are limited to prac- 
tically uniform dimensions, and the height of the top 
of the furnace above the fire is so small that it is a 
comparatively easy matter to maintain an even depth 
of fire and to regulate it according to the nature of 
the draft, etc. With watertube boilers, however, not 
only are the furnaces usually much larger, but they 
differ radically in different types of boilers, due to 
the different directions in which the gases travel and 
the different means supplied for admitting air to the 
hot gases. Under such conditions it is a positive 
necessity that the fireman shouid have both good judg- 
ment and a good, practical knowledge of the special 
needs of the particular boiler on which he is working. 


Good judgment is required particularly when firing 
under forced draft with a closed stokehold, for 
under these conditions it is seldom that the fire will 
burn evenly all over the grate. “Light, even and 
often,” is a rule often quoted to firemen, and it is a 
good one to follow, provided the fire burns evenly. 
The fireman should take pains to watch the fire care- 
fully, however, and keep those places which tend to 
burn through more rapidly well covered, so as to pre- 
vent an excess of air from entering and spoiling the 
combustion. The sides and corners particularly should 
be given careful attention. 

Mechanical stoking and oil fuel have frequently 
been proposed as the most logical means to escape the 
troubles and losses of efficiency due to poor hand fir- 
ing. Mechanical stoking, however, means the feeding 
of a uniform quantity of fuel to all parts of the fire; 
and while this is satisfactory with natural draft, it be- 
comes distinctly questionable with heavy forced draft 
in a closed stokehold where there is a tendency on the 
part of the fire to burn out more rapidly in the center. 
It may be possible to construct a stoker which will ad- 
mit of sufficient regulation to overcome this difficulty, 
but at present they are not widely used for this pur- 
pose. Mechanical stoking, considered by itself, offers 
many striking advantages over hand firing; but when 
considered in the light of weight, space and cost in re- 
lation to the design of the entire ship, some of these 
advantages are eliminated and some serious disadvan- 
tages introduced. This is a matter, however, on which 
there has been little enough progress in the past, and 
which we hope to see given more attention in the 
future. Good results have already been obtained with 
some types of stokers in certain kinds of service, and 
these, we believe, will be steadily augmented. 

Oil fuel, on the other hand, has proved quite 
generally successful, as evidenced by its use in naval 
vessels, and also its extensive use in merchant vessels 
running between ports where there are petroleum fuel- 
storage stations. On the Pacific Coast there are about 
one hundred and forty steamers using petroleum as 
fuel. Besides regular firing, easy control of the fires 
and the elimination of coal and ash handling, liquid 
fuel permits a reduction in the weight of fuel carried 
that tends directly towards economy not only as re- 
gards the boiler plant itself, but also as regards the de- 
sign of the vessel as a whole. From the standpoint 
of absolute economy, therefore, oil fuel presents no dis- 
advantages other than the cost of the fuel itself. 

One more subject should be strongly emphasized in 
considering the question of boiler-room economy, and 
that is the importance of clean boilers. All scale and 
deposits should be removed from the heating surfaces 
at the earliest possible moment if their formation can- 
not be avoided. As far as possible, however, scale and 
deposits of any kind should be prevented from form- 
ing in the boiler. 


460 


Progress of Naval Vessels. 


The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 

BATTLESHIPS. 
Tons. Knots. 
S. Carolina.. 16,000 18% 


Delaware ... 20,000 21 
North Dakota 20,000 21 


Sept. 1. Oct. 1. 
Wm. Cramp & Sons.......... 98.0 99.0 
Newp’t News Shipbuilding Co. 94.8 96.8 
Fore River Shipbuilding Co.. 93.5 95.2 


Florida .... 20,000 2034 Navy Yard, New York...... 29.2 BEY 
Utah ....... 20,000 2034 New York Shipbuilding Co... 38.1 44.4 
TORPEDO-BOAT DESTROYERS. 

Smithire sete: 700 28 Wm. Cramp & Sons......... 96.4 98.4 
Lamson 700 28 Wm. Cramp & Sons......... 90.3 91.4 
Preston .. 700 28 New York Shipbuilding Co... 93.0 94.8 
Flusser .. 700 28 JatheLrOnMVVOLKSaerre init 92.4 100.0 
Reid ... 700 28 Bath Iron Works............ 89.6 94.3 
Paulding 742 29% Beale Meer WOKS. o0oca000006 27.3 36.3 
Drayton 742 29% Bath Iron Works............ 24.6 30.5 
Roe 742 29'%4 Newp’t News Shipbuilding Co. 60.9 64.6 
Merny 742 29% .Newp’t News Shipbuilding Co. 58.5 63.9 
Perkins . 742 29% Fore River Shipbuilding Co.. 51.7 56.0 
Stennettaeercee 742 29'%4 Fore River Shipbuilding Co.. 48.6 53.4 
McCall ..... 742 29%%4 New York Shipbuilding Co.. 25.3 29.6 
Burrows .... 742 29'%4 New York Shipbuilding Co.. 25.4 29.2 
Warrington.. 742 291%4 Wm. Cramp & Sons......... 39.1 47.3 
Mayrant .... 742 291%4 Wm. Cramp & Sons......... 45.2 51.5 
NOs SProoccc ... .... Newp’t News Shipbuilding Co. 0.6 Tal 
NOs Bho code BathwironmwWiOrkstecitercreitelsi PD 4.0 
INO, B¥boG0060 Fore River Shipbuilding Co.. 0.0 3.2 
IN@, Bbooooe Fore River Shipbuilding Co.. 2.5 5.3 
No. 36...... Wm. Cramp & Sons......... 0.0 1.7 
SUBMARINE TORPEDO BOATS. 

Stingray .... eyyee isis Fore River Shipbuilding Co.. 97.5 99.1 
Miarjnonweeceer Rao lide Fore River Shipbuilding Co.. 98.8 99.1 
Bonita ..... 006 00 Fore River Shipbuilding Co.. 92.0 99.0 
Snapper .... Fore River Shipbuilding Co.. 92.0 99.0 
Narwhal ... Fore River Shipbuilding Co.. 98.2 98.9 
Grayling .. Fore River Shipbuilding Co.. 91.8 98.5 
Salmon Fore River Shipbuilding Co.. 83.7 86.7 
Gall 6g00000 Sop) ih Newp’t News Shipbuilding Co. 24.8 26.2 
INAS SocddooddoDo000006 ANN WIA COococanccc09000 8.4 10.7 
SETS: Es ogodoonnadoeueeodddo Ane Wierem COsossoccecogc0e 8.5 10.6 
Skipjack .... Boo oo Fore River Shipbuilding Co.. 0.0 7.6 
Sturgeon ... Fore River Shipbuilding Co.. °0.0 7.6 
Tunay =... Newp’t News Shipbuilding Co. 3.0 3.8 


ENGINEERING SPECIALTIES. 


The U. S. Indestructicle Oil Cup. 
The illustration shows both sectional and exterior views of 
a new indestructible oil cup, which is being manufactured and 
placed on the market by the United States Metallic Packing 
Company, Philadelphia, Pa. It is designed to have a maxi- 


MMH MM} 


\§ 


SS 
NGz 


mum strength at a minimum cost. The shank of the cup is 
of machinery steel and it is consequently impossible to break 
it when screwing down the same, as is sometimes the case 
with the brass cup of similar design. The cover is of pressed 
steel and is attached to the body of the cup by a steel chain. 
This precludes the possibility of losing it by its jarring off, 
or, as is often the case with brass cups, from stealing. 


International Marine Engineering 


NOVEMBER, 1909. 


The indestructible oil cup will be furnished either with a 
needle or wick feed, as may be desired, and with shanks of 
any desired diameter and number of threads. The standard 
cup, as shown in the illustration, has a 34-inch diameter shank 
and 14 threads. The method of manufacture of this cup 
makes it possible to sell it at a low figure, and this, together 
with its mechanical features, will, it is believed, make it 
quite popular. 


New Starrett Products. 

Fig. 1 shows some new tool makers’ buttons with screws and 
washers for jig work which have just been placed on the 
market by the L. S. Starrett Company, Athol, Mass. These 
buttons are hardened and ground to standard size, .400 by % 
inch, and are used to locate holes to be chucked and bushed for 
jigs where positive accuracy is required. In use the jig piece 
is laid out, prick-punched, drilled and tapped for button 


screws, and then the burr smoothed off. The buttons are then 
fastened on, strapping the pieces to an angle-iron, placing same 
on a surface plate, where, by aid of a surface gage, height 
gage, or other instrument, the buttons (with holes larger than 
the screws) are brought to the desired location. The angle- 
iron with the button pieces are then strapped to the lathe face 
plate, bringing one of the buttons to run true with the center. 
After this has been done, remove the button and chuck and 
ream the hole. The operation can then be repeated with the 
other buttons until all the holes are chucked. 

Fig, 2 shows a new carpenter’s scratch gage, which has just 
been placed on the market by the same concern. The head of 
this gage is made of steel with octagon-shaped periphery, case- 


FIG. 2. 


hardened. Two 5/16-inch bars, one plain, 4 inches long, and 
one graduated in thirty-seconds of an inch, 8 inches long, with 
rotating cutters on the ends, slide through the head. Either 
is adjustable in relation to the other, and may be used to 
make two marks at once, or, by slipping one back into the head 


NovEMBER, 1909. 


out of the way, the other bar may be used for single lines. A 
single fastening screw holds both bars in position. 

A new taper gage, in which the leaves are very thin and 
_tapering, the width varying by 1/64 inch to every quarter inch 
of their length, is shown in Fig. 3. The leaves are graduated 
in quarter inches, and figured to read in fractions of an inch 
from 1/16 up to 11/16 inches. 


Marine Electric Searchlight. 

The Carlisle & Finch Company, Cincinnati, Ohio, has re- 
cently brought out several improved types of searchlights, 
which are particularly adapted for seagoing vessels. The type 
illustrated is a 32-inch projector of the hand-control type. 
This searchlight is very powerful, throwing practically a 
straight beam of light for several miles. It is fitted with a 
parabolic glass mirror, ground as accurately as possible, and 
is so supported as to allow for expansion from heat. These 


projectors are made in various sizes, from 7 to 38 inches 
diameter, and are arranged to be controlled from the pilot- 
house, or with distant hand-control rigging, or for hand con- 
trol. It is claimed that the carbon-feeding mechanism is so re- 
liable and so positive that it will burn in any position, and 
that it is not affected, by the weather. 


A New Form of Jet Condenser. 

A new form of jet condenser has recently been placed on 
the market by the Wheeler Condenser & Engineering Com- 
pany, Carteret, N. J. Referring to the illustration, the water 
is introduced at the upper right-hand corner into an extended 
trough or pan, from which it overflows through numerous 
short tubes, also at the edge on the extreme left, falling into a 
second and similar pan provided with similar overflow pipes 
and weir, and finally falling into the lower part of the shell 
and overflowing thence to the barometric column or to the 
centrifugal or other type of pump serving to overcome the 
atmospheric pressure. 

The steam enters through the opening at the left, passes 
horizontally across through the shower of water, ascends to 
the second level, passes to the left through the upper shower, 
and finally all that is left of the steam vapor, together with the 


International Marine Engineering 


401 


air and other gases, passes horizontally to the right and over 
the entering and coldest water at the top to the dry vacuum 
pump suction opening in the uppermost part of the shell. The 
cross-section of the passage traversed by the steam continu- 
ously diminishes as the volume of steam is reduced by con- 
densation. Therefore, a uniform, steady velocity is maintained 
throughout, leaving no dead pockets in which air might ac- 
cumulate. 

From the illustration it will’be séen that it is impossible for 
any of the steam to pass to the air pump Suction without 
having traversed all of the space. The water is finely divided 
by the small baffles hung below the tubes. At the right of the 
illustration will be seen a’ float, controlling a va¢uum-breaking 
valve. In case the water level should tise abnormally in the 
shell, due possibly to stoppage of the circulating pump, this 
will break the vacuum, upon which the inflow of water will 
cease, since the citculating water is syphoned up to the con- 
denser head from a lower level. The steam would then escape 
through the relief valve. 

Tests made on this condenser in actual service show that the 
innovations briefly outlined above have worked to good ad- 


vantage. Not only have the tests shown that extremely low 
vacua can be maintained, but also that the final temperature 
of the circulating water is very nearly that of the steam. In 
one test, where the injection valve was set to care for the 
maximum of a widely varying load, the outgoing circulating 
water was maintained within from % to 71%4 degrees of the 
temperature corresponding to the vapor pressure. 


Blake Patent Boilers. 


The Blake Patent Boiler, built by the Blake Boiler, Wagon 
& Engineering Company, Ltd., Darlington, is very extensively 
used on steamships as an auxiliary boiler for driving the 
winches, etc., and on land for general purposes; it is specially 
adapted for utilizing the waste heat from furnaces. The chief 
requirements of boiler users of to-day are that the boiler shall 
steam quickly and easily with an economical consumption of 
fuel, and that it shall be easily accessible for cleaning and 
examination. It is claimed that the Blake boiler fulfills these 
requirements very easily; it has a large, spacious furnace and 
combustion chamber, in which the gases evolved from the fuel 
and the air can mix together, giving complete combustion. 
The gases pass from the combustion chamber to the smoke- 
box through a large number of small tubes surrounded by 
water. The draft is quite free, and there is no necessity for 
wasteful steam jets to draw the gases to the funnel. The 
tubes are arranged with wide spaces between them, so that the 
passage of steam from the furnace and combustion-chamber 
plates and the tubes themselves is very much facilitated, thus 
promoting a rapid, positive circulation and abundant genera- 
tion of steam. The boiler has great durability, because it is 
very accessible for cleaning purposes, consequently it can be 


462 


kept in an efficient and safe condition at a very moderate cost. 
Another special feature is its great strength, requiring neither 
screwed stays nor stay tubes. The circularity of the shell is 
not broken by the introduction of flat tube plates, and the 
boiler is consequently free from panting and the attendant 


leaky parts. A special formation is imparted to the tube 
plates around the tube holes, whereby these parts are brought 
square with the tubes; thus oblique tube holes are avoided 
and a sound joint ensured by rolling with an ordinary tube 
expander. 

No brick-work setting or expensive foundations are required 
for these boilers, and they are built in sizes from g feet high 
by 4 feet diameter to 18 feet 6 inches high by 8 feet 6 inches 
diameter. : 


Bronze, Brass, Aluminum and Babbit Metal for 


Marine Work. 
The Vanadium Metals Company, Frick building, Pittsburg, 


Pa., has been organized for the purpose of manufacturing 
bronze, brass, aluminum and babbitt metals. This company has 
purchased the secret processes of the Victor Metals Company, 
of Massachusetts, which include Victor bronze, Victor vanad- 
ium bronze, Victor non-corrosive silver metal and Azalea anti- 
friction metal. By the incorporation of vanadium in these 
compositions it is claimed that the strength and toughness has 
been wonderfully increased, and, as vanadium is a perfect 
scavenger, a very clean and uniform metal is insured. 

Victor vanadium bronze has been used in all of the sub- 
marine boats built by the United States Government within the 
past few years, and also in foreign vessels of this type. In 
fact, this composition, or its equivalent, has been standard- 
ized by the Government for all the heavy castings in this type 
of vessel, where extraordinary strength is required. For cold- 
rolled plates, rods and wire the following figures are claimed: 


Ultimate Strength Elastic Limit 
Per Square Inch. Per Square Inch. 
Pounds. Pounds. 
PIBHES cooooc0cc 05,370 76,040 
Rods etaeneaerrr 92,090 80,070 
WATCH oc amas acr 101,000 83,180 


Victor non-corrosive silver needs no introduction to the 


International Marine Engineering 


NovEMBER, 1909. 


metal industry. It is claimed that it does not corrode when 
exposed to the elements or to acids of any description— 
vegetable or mineral—with the exception of nitric acid, and 
although easily polished to a bright silver color, is non-tarnish- 
ing, making it highly suitable and ornamental for all metal 
work on steamships, yachts, etc. 

By the addition of vanadium in castings it is claimed that the 
tensile strength is increased to 65,000 pounds to the square 
inch, and the elastic limit to 45,000 pounds, thus making an 
ideal metal for all marine parts where great strength as well 
as non-corrosiveness is necessary, as this metal eliminates 
galvanic action of any kind whatever. 

An aluminum is produced by the incorporation of vanadium, 
which is claimed to be 300 percent stronger. 

A sheet-bar and rod mill is now under consideration, but its 
location has not yet been definitely determined. In the mean- 
time arrangements have been made for the rolling of ‘these 
metals and castings can be furnished up to 7,000 pounds of any 
of these vanadium metals. 


INDICATORS. 


The Tabor Indicator. 


Recent improvements in the Tabor indicator, manufactured 
by the Ashcroft Manufacturing Company, Boston, Mass., con- 
sist principally in change of details rather than change of de- 
sign. The main design, adopted many years ago, has been 
retained, but some new devices have been added and many of 
the details improved. The parallel motion of the Tabor in- 
dicator differs materially from others. A stationary plate, in 


& 


which is a curved slot, is firmly secured in an upright position 
to the head of the steam cylinder, or on the outside spring 
indicator, shown in the illustration, to a bracket on the steam 
cylinder. On the pencil bar is a roller bearing, which is 
secured to the bar by a pin. This roller moves freely in the 
curved slot in the guide and controls the motion of the pencil 
bar. The position of the slot and guide upright is so ad- 
justed and the guide roller is so placed on the pencil bar that 
the curve of the guide slot controls the pencil motion, and, it 
is claimed, absolutely compensates the tendency of the pencil 
to move in an arc. This movement also involves a minimum 
of friction. 


NoveMBER, I909. 


International Marine Engineering 


463 


The springs used on these indicators are of the duplex type, 
made from two coils of wire attached exactly opposite to each 
other on the bases. This equalizes the side strain on the 
spring, keeping the piston centrally in the cylinder. It is 
claimed that the duplex springs are much more durable than 
either the single-coil or the single-wire double-coil springs, 
which are frequently used on other instruments. The springs 
are all made in different lengths, depending upon their scale, 
so that the atmospheric line is fixed by the spring itself with- 
out adjustment of any part. Provision is also made for a full 
and ample size vacuum curve. 

The illustration shows a Tabor indicator with outside spring 
equipped with an electrical adjustment, and classed as the 
United States navy standard. The electrical adjustment is 
designed to facilitate taking cards upon several indicators 
simultaneously. The pencil points are operated by an electro- 
magnet attached to each individual instrument. 


The Casartelli Indicator 


The Casartelli indicator, as now constructed by Joseph 
Casartelli & Son, Manchester, is the outcome of many years 
of practical experience in the manufacture of indicators from 
the old McNaught type, through the original Richards’ type 


21 


= 
df) 


and its various improvements down to the present type, which 
has quite superseded all preceding ones. The object of the 
makers has been to produce a thoroughly sound, well made 
and reliable indicator, which shall fulfill modern requirements 
of pressures and speeds, at a moderate price, rather than a 
so-called “cheap” indicator, in which price is the first con- 
sideration. 

The following are the special features of the indicator: The 
parallel motion is of the single link type; made specially light 
and strong of hardened steel, and multiplying the movement of 
the piston six times.. The piston and rod. are of hardened steel 
and ground, and fitted with a perfect ball joint at the base of 
the rod, making it impossible for the piston to stick in the 


cylinder. The cylinder is isolated from the body of the indica- 
tor, and has the casing cut open on one side to keep it cool, 
and to allow of lubrication when in use. The body of the indi- 
cator, the underside of the stage, and the coupling are sheathed 
with a special ebonite to allow of handling when hot. The 
paper barrel, or roller, is of improved design, and is fitted with 
a spiral spring to adjust the tension on the cord as required, 
and the pulley guide can be swivelled and clamped in any posi- 
tion desired. The springs are coiled, tempered and adjusted 
by a special and exclusive process, yielding what is claimed to 
be an absolutely even scale throughout, which is guaranteed to 
be correct. The manufacturers claim that the Casartelli indi- 
cator is especially adapted for marine use, as it is strong, com- 
pact, easily handled and cleaned, accurate and reliable. 


VARIOUS TYPES OF THORNYCROFT BOILERS. 


The Thornycroft boiler has been made in various forms. 
The Speedy type was first fitted (in units of large size) to 
H. M. S. Speedy, and consists essentially of a central upper 
steam barrel and two smaller lower-wing barrels. A series 
of generating tubes is fitted between the upper barrel and 
each wing barrel. These tubes are expanded in the ordinary 
way. The tubes form practically the whole of the heating 
surface, and the inner row on each side is curved in such a 
manner as to form the top of the combustion chamber, and so 
protect the upper barrel. Two down-comers, of ample size, 
are fitted at one end of the boiler. The tubes are so ar- 
ranged as to ensure the gases passing over the whole of their 
surface. 

The Daring type has two parallel barrels; one directly over 
the other, the upper being the steam and the lower the water- 
barrel. They are connected by eight or nine large down-takes, 
generally about 4 inches diameter, and also by two groups of 
generating tubes, each bounded by a pair of watertube walls. 
On either side of the lower barrels is a fire-grate. The two 
fire grates are each bounded on one side by one of the two 
groups of tubes and on the other by the watertube wall above 
mentioned. These tube walls are supplied with water by a pipe 
connected with the lower barrels and bent round on the outer 
side of the grate. The gases are made to go over the whole 
length of the tubes by setting the fire and outer rows so as to 
form flue ways. 

The launch type was brought out soon after the Daring 
type, and is best described by saying that it consists of half a 
Daring boiler; but instead of the tube wall taking its supply 
of water from a separator barrel the tubes are bent round to 
form the fire-grate. 

The Thornycroft Schulz type is a modification of the 
Daring type, but the gases, in order to more fully utilize the 
heat contained in them, are led through specially constructed 
passages. The flames enter the central nest of tubes at the 
bottom along its whole length. The drums are connected by 
special down-comers. 

The modern Speedy type is being used in most navies for 
both coal and oil fuel, and consists of an upper steam barrel 
and two smaller cylindrical lower-wing barrels. A series of 
generating tubes, slightly curved at the ends to allow of free 
expansion, connects the upper and lower-wing barrels. The 
curvature also allows the tubes to be put into the drums 
radially, thus saving weight and also allowing a cylindrical- 
bottom barrel to be adopted. Down-take tubes are fitted at the 
end of the boiler. The modern Speedy type of boiler is well 
adapted for the use of oil fuel, as a large combustion space 
can be obtained, and owing to the curvature of the tubes dis- 
tortion does not take place under the great heat and high 
rate of evaporation obtained. 

In connection with all the above types a Thornycroft feed 


464 


regulator is used. This is fitted in the upper barrel, and con- 
sists of a float, which rises and falls with the water level. This 
is suitably connected to a valve, throttling the admission of 
feed water if the level is high and admitting it freely if the 
water level is low. Another rod comes through the front of 
the boiler to allow of hand regulation. 


SELECTED MARINE PATENTS. 
The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 
American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 


1D), (C; 


929,564. BOAT PROPELLER. SAMUEL T. CRAWFORD, OF 
BALTIMORE, MD., ASSIGNOR OF ONE-HALF TO WILLIAM 
GREEN, OF BALTIMORE, MD. ea 

Claim 1.—In a boat propeller, in combination, a clamp for attach- 
ment to a boat, a gear frame, a propeller frame, a tube connecting said 
frames and held in said clamp, said tube being mounted in said clamp 
for axial adjustment, a driving shaft passed through said tube and 
having its end portions journaled in said frames; gear means supported 
by said gear frame for driving said shaft, a propeller shaft having a 
bearing in said propeller frame, a propeller carried by said propeller 
shaft, and a driving connection between said driving shaft and said 
propeller shaft. Ten claims. 


920,284. FLOATING DRYDOCK. 
NELLY, OF BROOKLYN, N. Y. . ‘ 

Claim 2.—In a floating drydock, pontoons, sides or wings mounted on 
top thereof, eyes on each side of said sides or wings, eyes on said pon- 
toons, links, and pins designed to engage said eyes and links and con- 
nect said links to the pontoon and sides or wings. Six claims. 

922,137. ANCHOR. MILAN W. HALL, OF BROOKLYN, N. Y., 
ASSIGNOR OF ONE-HALF TO ALFRED W. JANSEN, OF NEW 
YORK, N. Y. 

Claim 1.—An anchor comprising a shank, a mushroom head of sub- 
stantially elliptical form, and a fluke arranged to project substantiall 


in the line of the minor axis of the ellipse of the mushroom head. 
Nine claims. 


WILLIAM THOMAS DON- 


922,298. SUBMARINE OR SUBMERSIBLE BOAT. CESARE 
LAURENTI, OF SPEZIA, ITALY, ASSIGNOR TO FIAT-SAN 


GIORGIO, SOCIETA ANONIMA, OF SPEZIA, ITALY. 
Claim 1.—In combination with a boat for submarine or submersible 
navigation, a permanently attached plane surface at the stern arranged 


——o = rx 
—— 


SEEN 


above the propelling means and at such a height above the line of flota- 
tion when the boat is navigating above water as not to be subject to the 
force of the waves. Four claims. 

922,903. HULL CONSTRUCTION FOR VESSELS. EDWARD S. 
HOUGH, OF SAN FRANCISCO, CAL. } 

Claim 1.—A vessel having a pair of longitudinal, parallel, spaced 
walls inclosing on two sides a chamber the vertical center of which is 


NC 


arranged in the vertical plane of the keel of the vessel, and horizontal 
floors or partitions subdividing said chamber into superposed compart- 
ments.—Three claims. 


927,996. SYSTEM FOR PROPELLING VESSEIS. 
MOTTON, OF TORONTO, ONTARIO, CANADA. 

Claim. 2.—In a system for propelling vessels, of a plurality of outlet 
ports through the hull, an air compressor suitably situated in said hull, 


THOMAS 


1a 


conveying tubes or conduits communicating between said air compres- 
sor and said outlet ports, gate valves arranged in said conveying tubes 
or conduits adjacent to said outlet ports, a valve cylinder arranged in 
combination with said gate valves, tubular conduit connections between 


International Marine Engineering 


DS ————— ee 


NOovEMBER, 1909. 


said valve cylinder and said air compressor, and means for operating 
said valve cylinder and gate valves by compressed air. Eight claims. 
926,252. SHEET-METAL BOAT. GEORGE H. HYDE, 
WATERTOWN, N. Y. 
Claim.—In a sheet-metal boat duplicate sets of sheet-metal plates 
forming the sides and bottom of the boat, those of each set being dis- 


posed one above the other, the upper section gradually diminishing in 
width from its ends toward the center, and a lower section gradually 
increasing in width from its ends toward the center, the adjacent length- 


wise edges of the plates of each set being of substantially the same 
length. One claim. 


British patents compiled by Edwards & Co., chartered patent 
agents and engineers, Chancery Lane Station Chambers, Lon- 
don, W. C. 


25,108. TORPEDO BOATS. R. MINIUSSI AND J. G. BLANCH, 
BUENOS AIRES, ARGENTINA. 

A torpedo boat is fitted with two propeller shafts having propellers at 
both ends and so mounted that the rear or the forward propellers may 
be submerged at will for running forward or astern. The shafts are 
carried in bearing-bosses freely mounted at the ends of the cross-shaft 
coupled to the engine, and are stiffened by folding struts and tie-rods. 
The tilting of the shafts is effected by an operator in a turntable by 


means of hand wheels acting through worm-gearing to rotate the cranks 


connected to loose sleeves on the shafts. The rudders are rai 
lowered by the shafts, but so as to leave the water later andl ae 
earlier than the corresponding propellers. The steering is controlled by 
the operator through hand wheels, worm-gearing, and chains. The tor- 
pedos are carried in clamps mounted on frames, which are freely 
mounted on the outside of the bosses and are connected across the boat 
by arms. The launching is effected by a second operator seated in an- 
other turntable by means of a pivoted lever provided for each torpedo 
The successive movement of the lever acts, first through a link to in- 
cline the frame and start the motor of the torpedo by a starting device 
thereon coming against a fixed lug, and next through a link which acts 
on arms to open the parts of the clamps. The torpedo then enters the 
water, and a further movement of the link causes a rack to engage a 
wheel and open a valve for admitting compressed air into a collapsed 
chamber normally held between the torpedo and the clamps, so as to 
maintain the stability of the boat. The turntables are mounted on 
roller bearings, and are provided with a cover of waterproof fabric fitting 
round the operator’s waist. To prevent water from entering the boat 
around the turntable, an annular ring of rubber is secured at its inner 
edge to the turntable, and is provided at its outside edge with a beading 
which is secured by a spring ring clamp. The clamp ring may be raised 
sufficiently to allow the turntable to rotate without the beading escaping. 
25,904. MAGNETIC COMPASSES. G. P. A 
G. F. HARVEY, LIVERPOOL. SC aes ae 
Relates to electric means for indicating when a ship leaves her set 
course. A contact on the compass card is set to lie between two con- 
tacts carried by the inner and outer parts, respectively, on the inner 
gimbal ring, thcse parts being insulated from one another. The outer 
gimbal ring is in two halves insulated from one another and the cur- 
rent flows through the pivots when the card swings in one direction or 
the other. A contact dipping into a mercury cup on the card com- 
pletes circuit in each case. 


26,441. CLEANING SHIPS’ HULLS. SHIP CLEAN - 
PANY, AND W. R. MACDONALD, LONDON. Baie oe 

A number of flexibly-connected battens carry wire mats constituting 
a cleaning device for ships’ hulls. The battens are held against the 
hul] electro-magnetically. Solid plates are provided having their faces 
more sharply curved than the slope of the wire bristles. The magnets 
are situated in recesses in the battens, which are only partly closed by 
plates; cooling water is therefore able to circulate around the wind- 
ings, which are insulated by rubber or other suitable material. The 
parallel battens are connected by chains and may be further divided 
along their Jength to enable the mat to conform more readily to the 
contour of the hull. In order that the mat may be easily placed in 
position, it is maintained in a vertical position in the water by a num- 
Bee of corks tached to the upper edge, or by lead attached to the lower 
edge. 

27,715. COMPARTMENTS; CARGO BOARDS. R. MACGREGOR 
HOBOKEN. LEZ ANVERS, BELGIUM. GOR: 

A vessel of ordinary exterior construction is provided with inner 
longitudinal bulkheads, extending upwardly and inwardly from a water- 
tight flat, situated at or about the upper turn of the bilge, to the deck. 
By this construction, a main cargo space is formed in which central 
shifting boards are not necessary, and also side spaces, which may be 
utilized for cargo or water-ballast. A watertight flat is fitted in the 
side spaces at some distance above the bilge. The tonnage space of the 
hold may be varied by arranging inclined removable boards supported 
on bearers, sloping from the floor of the hold towards the bulkheads. 

27,810. SHIPS. N. ILIINE, ST. PETERSBURG, RUSSIA. 

_In a pumping system for emptying ships’ holds, the pumps in the va- 
rious holds or compartments are coupled to water wheels or turbines, 
which are driven by high-pressure water from a main. The high- 
pressure service may also be utilized for fire-extinguishing purposes, 


International Marine Engineering 
DECEMBER, 1909. 


UNITED STATES BATTLESHIPS DELAWARE AND NORTH DAKOTA. ~ 


The trials of the two 20,000-ton American Dreadnoughts 
Delaware and North Dakota were carried out during the 
latter part of October and the first part of November over 
the Government course at Rockland. These two battleships 
were authorized in 1906. The Delaware was built by the 
Newport News Shipbuilding & Dry Dock Company, Newport 
News, Va., and the North Dakota by the Fore River Shipbuild- 
ing Company, Quincy, Mass. The two ships are sister ships, 
and are exact counterparts as regards their principal dimen- 
sions and main features, but the Delaware is propelled by twin 
screws, driven by triple-expansion reciprocating engines, and 
the North Dakota by twin screws, driven by Curtis turbines. 
Each ship is 510 feet long on the waterline and 518 feet 9 
inches long over all. The beam is 85 feet 254 inches and the 


the pair immediately aft 41 feet above the normal waterline. 


‘One of the after turrets also has an elevation of 33 feet above 


the waterline, enabling its guns to be fired over the two after- 
most turrets, which are at such a height that their guns are 
25 feet above the normal waterline. This arrangement of the 
main battery is one which is being copied to a certain extent 
by other navies, and which has much to recommend itself. All 
the guns have an exceptionally wide arc of fire, and all can 
be fired on either broadside. The fore-and-aft fire is limited 
to four 12-inch guns, whereas most of the English Dread- 
noughts are able to bring six guns to bear directly ahead or 
directly astern. A very small angle of deviation from right 
ahead or right astern, however, is sufficient to bring this num- 
ber down to four. 


U. S. S. NORTH DAKOTA LEAVING BOSTON HARBOR FOR HER TRIALS OVER THE ROCKLAND COURSE. 


mean draft 27 feet. The normal displacement is 20,000 tons, 
and the full-load displacement 22,075 tons. 

In outward appearance the modern tendency in warship de- 
sign is at once apparent in these ships. The Dreadnought idea 
of armament, with all big guns of a single caliber, is fully 
carried out, there being ten 12-inch 45-caliber guns mounted 
in pairs in revolving turrets on the center line of the ship. 
Much of the superstructure which was formerly visible in 
battleships is absent, and only a minimum amount of exposed 
area is visible with the exception of the guns themselves and 
their turrets. The appearance of the ship is further modern- 
ized by the use of the skeleton framework, fire-control masts, 
now standard in the United States navy, separate elevated 
searchlight platforms and the absence of any bridge decks 
except the single conning tower and navigating bridge. 

As can be seen in the photograph, the vessels have a high 
forecastle deck and a wide flare above the waterline at the 
bow, qualities which should make for seaworthiness in heavy 
weather. The freeboard forward is 27 feet. The guns in the 
two forward turrets are, therefore, brought to an exceptional 
height above the waterline, the forward pair being 33 feet and 


In addition to the main battery of big guns there are four- 
teen 5-inch rapid-fire guns for anti-torpedo boat attack, four 
3-pounders, four I-pounder semi-automatics, two 30-caliber 
machine guns, and two 3-inch field guns. There are also two 
21-inch submerged torpedo tubes. 

These battleships are among the most completely armored in 
the world. The main belt, which is 7 feet 6 inches wide, is 
10 inches thick at its bottom edge and 12 inches at its upper 
edge. Above this, amidships, is a second belt, 8 feet wide and 
10 inches thick at its bottom edge and 8 inches thick at the 
top. The main turrets and barbettes are protected by 11-inch 
armor, and the battery of 5-inch guns, which is mounted on 
the gundeck, by a belt of 5-inch armor. 

Both ships were designed for a speed of 21 knots, the de- 
signed horsepower being 25,000. Twelve Babcock & Wilcox 
watertube boilers are used in each case. The normal coal 
supply is 1,016 tons, and the maximum 2,340. Oil fuel is also 
provided, to be used in conjunction with the coal. 

One of the most important points about these vessels is the 
opportunity afforded for an exact comparison of the two types 
of propelling machinery, which is made possible by the simi- 


466 


International Marine Engineering 


DECEMBER, 1909. 


larity of the two ships. Details of the engines of the Delaware 
are not available, and only very general reports of her official 
trials. We are able, however, to give a somewhat more ex- 
tended description of the turbine engines of the North Da- 
kota, and a fairly detailed account of her trial trip. 

A very complete description of the North Dakota's turbines 
was published on page 184 of our May, 1909, issue, but a brief 
recapitulation of the main points may not be out of place 
here. The turbines were designed to develop 12,500 horse- 
power, each at 245 revolutions per minute, with a steam pres- 
sure of 265 pounds per square inch in the steam chest and 28 


inches vacuum in the exhaust shell. Each turbine is 144 inches. 


pitch diameter, and 22 feet 6 inches long center to center of 
the main bearings. The expansion of the steam is divided into 
nine stages in the ahead turbines and two stages in the re- 
verse turbines, the ahead and the reverse turbines being in- 
corporated in the same casing. 

In the first expansion stage of the turbines there are four 
rows of moving buckets on the wheel, since the greater energy 
drop in this stage produces a greater velocity of the steam jet 
from the nozzles, which requires more rows of buckets to 
properly absorb the energy at the bucket speed used. One- 
fourth of the available energy of the steam is expended in the 
first stage and three-thirty-seconds in each of the other stages. 
This is done in order to keep the pressure in the shell as low 
as possible. It requires, however, that the first-stage nozzle 
shall be of the expanding type, while all the other nozzles are 
of the parallel-flow type. The moving buckets for the sixth, 
seventh, eighth and ninth stages are all mounted on a single 
drum, there being three rows of buckets to each stage. 

The reverse wheels are mounted in the after end of the 
casing, and, under ordinary conditions, when the turbine is 
running ahead, they are in a vacuum, and therefore do not 
waste power by steam friction. Cast steel steam chests for 
ahead and astern running are attached to the front and back 
casing heads, and are flanged for main steam pipes 13% inches 
in diameter. The exhaust is through.a rectangular opening, 4 
feet by 10 feet, in the top of the casing at one side of the 
center line. 

A regular marine thrust bearing is attached to the forward 
end of the turbine shaft, the thrust block forming an extension 
of the forward main bearing. In addition to taking any un- 
balanced thrust which may occur, this bearing also maintains 
the proper axial position of the rotor, so that the axial clear- 
ance of the blades is correct. This clearance is about 1/10 


OFFICIAL TRIALS OF THE U. S. S. NORTH DAKOTA. 


| 


**3 Hours of 24-Hour 24-Hour 
Full Power Trial at 19 Trial at 12 
Trial. Knots. Knots. 
Actual average speed..... 21.64 *19.24 12.05 
Revolutions per minute... 280.4 231.9 143.2 
Shaft horsepower of main 
turbines incpessearoeeee 31,400 *16,710 3,800 
Indicated horsepower of| 
engineer’s auxiliaries.... 1,100 *660 400 
Water rate of main tur- 
binesmonlyaeeeeeecier 0 13.6 14.11 20.5 
Water rate for all engi- 
neer’s purposes based on 
total horsepower ....... 13.96 15.29 22.3 
Coal used, pounds per hour 54,400 *9'7,550 | 9,820 
Coal used, tons per 24 
OUTS Wretereterettateieveeicteie oe | 583 295.3 105 
Coal per hour per shaft 
horsepower of turbines... 1.74 *1°65 2.56 
Coal per hour per horse-| 
power for total horse-| 
TWOP o0000000000000000 1.68 AL GY33 2.34 
Coal per hour of equiva- 
lent indicated horsepower 
based on 8 percent fric- 
tion for reciprocating en- 
Cine Ne Eee 1.55 *1.46 2.15 


* All preceding figures are official except those starred. 
** At the end of three hours a boiler tube burst, necessitating the cut- 
ting out of four boilers. ; 


inch on the first wheel and increases as the size of the blades 
increases. The thrust bearing is placed at the forward end, 
so that any unequal expansion of the shaft and casing will be 
allowed for at the after end, where the clearance is largest. 

The steam pressure at the forward end of the drum ap- 
proximately balances the thriist of the propeller, so that the 
thrust bearing is only required to take the resulting unbalanced 
thrust, which is comparatively small. 

The principal results from the official trials of the North 
Dakota were as shown in the tables. 


STANDARDIZATION TRIAL. Knots. 
Highest speed on mile, uncorrected for tide..............+.-- 22.25 
INULIN OR FIG WEN FARING 66 060000000000000000000000000000000 21.83 
Revolutionsspermminute stones laknotseeireeeiieiieteteleieieiietrericier 263. 
Revolutions per minute for 19 knots. 2... 23. .c eee nceenee ce 228.8 
Rev olutionsmpermminute stone) 2mkn otseerenrtiereeieieeriieieteiets 142.5 
Maximum shaft horsepower developed on mile............... 35,150. 


POUNDS OF WATER PER HOUR PER HORSEPOWER FOR THE CURTIS TURBINE 
SPECIFIED AUXILIARIES. 


Saving, 

Specified. Actual. Percent. 
3 hours of full power trial.......... 15.1 13.96 7.5 
MAngere WM. waENS o50000G000000000 16.1 15.29 5.0 
MANY? WASHOE BEN, 6500000000000000 23.2 22.3 3.9 


Aside from her attainment of a full power speed of 21.64 
knots, as compared with 21 knots specified, the most notice- 
able feature of these trials is the remarkably low coal con- 
sumption, particularly at slow speed, and the steaming radius 
made possible thereby. With maximum displacement this 
figures 9,000 nautical miles at 12 knots speed, while it is 4,600 
nautical miles at 19 knots speed, and 3,000 nautical miles at a 
maximum of 21% knots speed. 

Compared with her sister ship, the Delaware, equipped with 
reciprocating engines, the North Dakota, with Curtis turbines, 
required only 295 as against 315 tons of coal per twenty-four 
hours on the 19-knot trial, and 105, as against III tons, on the 
12-knot trial. ‘ 

The trials of the Delaware were carried out just previous 
to those of the North Dakota, and with the following results: 

On the four-hour full-speed trial, steaming with forced . 
draft, the engines developed 28,600 indicated horsepower, 
driving the ship at an average speed of 21.56 knots. The maxi- 
mum speed for 1 mile was 21.98 knots. During the four-hour 
trial, unofficial figures indicate that the average revolutions of 
the engines were 127, the coal consumption per indicated horse- 
power working out at 1.8 pounds, and the water consumption 
of the main engines at 13.5 pounds. The mean speed for five 
separate runs over the measured mile was 21.44 knots, with a 
corresponding horsepower of 28,578. 

Of course, in comparing the horsepower of the reciprocating 
engines and turbines the difference between brake-horsepower 
and indicated horsepower must be kept in mind, the former 
being in the neighborhood of 88 percent of the latter. One 
fact is particularly emphasized in the performance of these 
two vessels, and that is the possibility of forcing turbine en- 
gines far beyond their designed power. In a turbine-driven 
ship every ounce of steam that can be generated can be ap- 
plied to propulsion, vastly increasing the power of the turbines, 
and, consequently, the speed of the vessel; whereas, on a 
ship driven by reciprocating engines, it is not uncommon for 
the boilers to generate more steam than can be used by the 
engines, and hence it is impossible to get as good results from 
forcing. 

Due to the lack of official figures, it is impossible to com- 
pare the steaming radii of the two vessels at various speeds. 
It is claimed, however, that at 12 knots the Delaware has a 
steaming radius of 9,300 nautical miles, whereas the North 
Dakota has a radius of only 9,000 nautical miles. Similarly, at 
19 knots, the figures are 5,400 for the Delaware, 4,000 for the 
North Dakota, and at a speed of 21 1/7 knots 3,170 for the 
Delaware and 3,000 for the North. Dakota. 


DECEMBER, 1909. 


THE DESIGN OF REVERSING ENGINES. 


BY EDWARD M. BRAGG, S. B. 


Reversing engines are required upon marine engines of any 
size. While the smaller engines may be reversed by hand, the 
attempt to do this in engines over 1,000 indicated horsepower 
would necessitate such a large multiplication of power that the 
operation would be too slow for safety. 

Some of the types of reversing engines employed are shown 
in Figs. I to 4. There are two general types, the direct acting, 
shown in Figs. 1, 2 and 3, and the all round, shown in Fig. 4. 

In Fig. 1, A is the steam cylinder, B is the oil-brake cylin- 
der, C is the valve chest containing the valve which governs 
the admission of steam to A, and D is the valve chest 
which contains the valve governing the flow of oil from one 
side of the piston to the other. The oil cylinder is used to pre- 
vent the gear from getting too much momentum, and so 
doing damage when it is necessary to reverse quickly. It also 
causes the gear to move smoothly. Fig. 5 shows a section 
through the valve chest C of Fig. 1. In this case a piston 
valve is used for both steam and oil. The steam is taken in 


the middle of the valve and it exhausts at the ends. More 
commonly a slide valve is used, in which case the steam is 
taken at the ends of the valve and exhausts in the middle. 
The piston valve is so made that it overlaps the edges of each 
port by 1/16 or 3/32 inch. When no oil cylinder is used, as 
in the gear shown in Fig. 2, the exhaust lap is usually made 
larger, so that considerable compression may be obtained at 
the end of the stroke and produce the cushioning that the 
oil would. In the case of the valve for the oil cylinder the 
laps must be no more than are necessary for oil tightness, as 
the gear will be locked as soon as the valve closes. 

In some cases the steam valve is made “line and line,’ or 
with no Jap at all, and occasionally with a clearance. This is 


International Marine Engineering 


467 


done when it is thought necessary to have the steam acting 
upon the piston in the “ahead” position to keep the links from 
working over towards mid position. Referring to Fig. 5, it 
will be seen that if we attempt to make a negative steam lap 
on the valve there shown by lengthening or shortening the 
valve stem with the adjusting nuts S, we shall increase the 
steam lap on the other end of the valve and throttle the steam 
when going from the “head” position to the “astern” position. 
In fact, it would be possible by this means to put so much 
clearance on the “ahead” position that the valve would not 
open the port to the other end of the cylinder. 

The displacement of the valve is usually much less than the 
width of port. In Fig. 5 the lap of the valve is 3/32 inch, the 
width of the port is 7 inch, and the clearance is 14 inch, so 


the maximum port opening of the valve is 5/32 inch. If the 
valve stem length were altered at S, Fig. 1, so that the lap on 
one end was increased from 1/32 to %4 inch, the valve would 
not open at that end. This maximum port opening is made 
small so that the links will stop moving almost as soon as 
does the reverse lever. The greater the maximum port open- 
ing the longer the links will keep moving after the reverse 
lever stops. The first movement of the reverse lever takes up 
the clearance at V in Fig. 1, and then it cannot move further 
until the crosshead commences to move. By following up 
the crosshead with the reverse lever the valve is kept open, 
and then when the lever is stopped a very slight movement of 
the crosshead brings the valve back to its mid position. The 
link O is placed where it is most convenient, and the lengths 
of the bell-crank levers made such that the movement of O 
is to the movement of the crosshead as the distance of O 
from the floating lever N is to the distance of the crosshead 
from that lever. 

In the Brown gear shown in Fig. 3 the pitch of the coarse 
thread corresponds to the longer arm of the lever M in the 
other gears, and the pitch of the fine thread corresponds to 
the shorter arm. The crosshead N corresponds to the floating 
lever N in the other gears. This type usually has an oil 
cylinder above the crosshead F, and the upper end of the 
valve spindle M is attached to the valve of the oil cylinder, 
and regulates the flow of oil from one side of the piston to 
the other. The diameter of the oil cylinder is usually made 
about two-thirds of the diameter of the steam cylinder. 

It will be found usually that the diameter of the reversing 
engine cylinder is from .2 to .185 the diameter of the low- 
pressure cylinder of the main engine. It will vary with the 


468 


International Marine Engineering 


DECEMBER, I909. 


boiler pressure, steam speeds and eccentricity. The reversing 
engine takes its steam from the main steam line between the 
boiler and the throttle valve, so as to have steam even when 
the main engine is shut down. The size of the piston should 
be such that with .9 the boiler pressure there will be a twisting 
moment exerted equal to twice that for which the reverse 
shaft was designed. If the steam speeds are low the piston 
valves will be larger in diameter and the slide valves will be 
broader, so the frictional work to be overcome in moving the 
valves will be greater. The greater the eccentricity the greater 
the distance through which the valves must be moved. Some 
consideration should therefore be given to these three condi- 
tions in settling upon the size of the reverse cylinder. The 
stroke of the reversing engine is usually about 2.5 the travel 
of the valves, but varies from two to three times this amount. 

The reversing engine lever, or levers (see W, Fig. 2), in 
going from the ahead to the astern position, must move 
through the same angle as do the reversing levers 7, and 
the length of the former should be such that the angle be- 


tween the extreme positions is subtended by a line whose 
length is equal to the stroke of the reversing engine. If © is 
this latter angle, and s is the stroke of the reversing engine, 
the length of the reversing engine lever will be: 
Ss 
— (1) 
2 sin 9 
The piston rod can be calculated by the formula given for 
piston rods in the chapter on “Marine Engine Design.” The 
formula is as follows: : 


0.48 FCF 
D=A/— + F? + F (2) 
10,000,000 
D = diameter of rod in parallel part. 
2 W 
Dp == — 
x f 
V load on rod. 


V = 

f = allowable stress per square inch = C/N. 

C = ultimate strength of material = 60,000 — 75,000 
pounds. 


N = factor of safety — 15. 
1 = length of parallel body of rod in inches = 
stroke + diameter of cylinder. 
The connecting rod can be calculated by the formula? given 
in the same article for connecting rods: 


EOSe ENGR 


DP = a eae (3) 


10,000,000 
All the quantities are as above except that NW’ — 12, and the 
length of the rod is usually from 1.5 to 2.5 the length of the 
reversing engine lever. This length must suit the position of 


FIG. 4. 


the cylinder relative to the reverse shaft. When an oil cylin- 
der is used and the crosshead is above the oil cylinder the rod 
will have the lower value given; when the crosshead is be- 
tween the two cylinders, the length may exceed that given 
above. The maximum force transmitted through the con- 
necting rod will be slightly greater than that transmitted 
through the piston rod, due to the angle which the former 
makes with the center line of the engine at the middle and 
ends of the stroke. This increase is so slight, however, that 


N 


SY 


WG 


—— 
= 
eS | 
=. 


Fe 


WOH 


Rts 


QQ 


VW 


e : 
Vem 


FIG. 5. 


it can be neglected and the rod calculated for the same load 
as the piston rod. The diameter of the rod at the ends can be 
reduced to .85 of the diameter at the middle. 

The pressure upon the crosshead pin can be as high as 3,000 
pounds per square inch, since the connecting rod moves 
through a very slight angle, and the engine will not be used 
with sufficient frequency to heat the pin. 

The crosshead guide is usually a circular rod, and should 
be designed to resist the bending that will come upon it when 
the piston is at the middle of its stroke. The center line of 
the engine is so placed that the connecting rod will swing 


DECEMBER, 1909. 


through equal angles on either side. The maximum load 


coming upon the guide will be: 


7 = Wi S (oP)? 


= x W (4) 
A Sel 

r = length of the reversing engine lever. 

s = stroke of reversing engine. 

1 = length of connecting rod. 


W = load upon piston rod, 

The pressure per square inch on the crosshead guide should 
be from 60 to 80 pounds. 

In the All-round gear shown in Fig. 4, the radius 7 should 
be about 2.5 times the eccentricity of the valves, and the radius 
ry of the pitch circle of the worm should be such that with the 
pitch used the number of teeth on the worm wheel will be 
between 30 and 45. A less number than 30 gives weak teeth 
and more than 45 makes the time of reversing rather long. 
With 30 to 45 teeth the reversing engine will have to make 
from 15 to 23 revolutions to throw the links over if a single- 
threaded worm is used. The design of worms and worm 
wheels has been taken up under the head of Turning Engines, 
and some of the formule there given for the small worm and 
worm wheel can be used here. 

Referring to Fig. 4 it will be seen that 


Tt GBD SX OK 2K PK OK 
ae (5) 
I ph 
™ dq 2uUr 
and if a = >» aoal Pp = ; 
4 n 
4Tn 
= (6) 


IX mepXnXeXe 
twisting moment in inch pounds on reverse 
shaft necessary to throw all the gears. 
1 = length in inches of reverse engine lever. 


>} 
| 


mep = mean effective pressure in cyliders of gear. 
a@ = area of cylinder in square inches. 
s = stroke of engine in inches. 
ry = radius of pitch circle of worm wheel in inches. 
m1 = eccentricity of pin A in inches. (See Fig. 4.) 
p = pitch of teeth in inches. 
nm = number of teeth on worm wheel. 
e = efficiency of worm. 
é: = efficiency of engine. 


Formula (15), page 426, gives the stress at the root of the 
teeth of the worm wheel: 
; 4.2 F 
f=—— 
Ci p? 
Formula (8) in the same issue gives: 
I 
F = 96 Z —; 
Pp 
and from (7) in the same issue: 
4, = TOP) XK @ SE &. 
4.03 mep X aX s 


Therefore, f = (7) 
Ca pP 
From formula (5): 
: ii p ist 
WG K CX s= 
2lree 
2102) 0h ra 
Therefore, f = ——_ (8) 


Gplrea 


There seems to be no reason why f should vary inversely 


International Marine Engineering 


469 


as the efficiencies of the gear and of the engine. Referring to 
formula (6), page 426, it will be seen that F is a function of 
these efficiencies. The presence of e and e in the denominator 
of (8) will therefore cause the expression to be independent 


of these quantities. Assuming that e = .4 and e: = .8, we 
have: 
OQ I we 
ie (9) 
Gi iy 1 if 
6.3 DT nr 
Therefore, p = een (10) 
if Ci 1 Y 


p, T, m1 r and ] are as above. 


f = allowable stress at root of teeth. 
= 3,500-4,000 for cast iron and 5,000 for cast 
steel. 
C; = breadth of wheel at root circle in terms of the 


pitch. Cy is usually about 2. 
(To be Concluded.) 


APPLICATIONS OF ELECTRICITY TO PROPULSION 
OF NAVAL VESSELS.* 


BY W. L. R. EMMET. 


The figures and statements given in this paper are not mere 
theories based upon supposed possibilities, but in all essentials 
are accomplished facts, the nature of the case being such that 
we need not go beyond the scope of our actual experience to 
accomplish the purposes here proposed. These plans are 
actual designs worked out in every significant detail, which 
might be, and, if opportunity offered, would be contracted for 
and fully guaranteed. 

The data and information given relate to two distinct 
methods, both adapted to the propulsion of battleships of the 
design of the Arkansas and Wyoming. Either plan is fairly 
indicative of possibilities in other war vessels, although each 
case must be designed on its merits if the best results are to 
be expected. In the first of these methods, which will be 
spoken of as “Combination Drive,” generating units with 
motors and low-pressure turbines on propeller shafts are used 
together and separately for different conditions. In the second 
method, called here “Electric Drive,” the propulsion is wholly 
by electric motors. The first of these plans was made the sub- 
ject of a proposition to the Government for one of the new 
battleships, the turbine part being designed by the Fore River 
Shipbuilding Company and the electrical part by the General 
Electric Company. The second has been designed since the 
bids for these ships were opened. 

In both of these designs the steam conditions specified by 
the Navy Department, namely, 260 pounds gage and 50 de- 
grees F. superheat, have been used in calculating results. In 
both cases vacuum diminishing with load from 28.5 inches at 
12 knots to 27 inches at 20.5 knots has been assumed. The 
Parsons curves given have been taken from guarantees with- 
out knowledge of vacuum proposed. If the vacuum is better 
than 27 inches, the Parsons water rates at the high speeds 
should be higher than those given by curves. 


COMBINATION DRIVE. 


With this drive it is proposed to use twin screws and to 
install upon each propeller shaft a low-pressure turbine and 
an electric motor, both of these being installed in the engine 
room provided for in the design of the ship. We would also 
install in each engine room a high-speed steam turbine gen- 
erating set. The capacity of the generators and motors would 
be such that they would be capable of delivering, at 20.5 knots, 


* Read before the Society of Naval Architects and Marine Engineers, 
New York, November, 1909. : 


International Marine Engineering 


DECEMBER, 1909. 


eee 


TABLE I.—COMBINATION DRIVE. 


ISI OUS 4 foc ore o:31 5 opetei tie eden sia orca veteqer ereketoraencVeferere 13 13 
Shatt@horsepowen eee een 5,500 5,500 
Sumpofmmotornoutputareereenrerecirnnienincke 5,500 5,500 
ILI MAIR ELI INS OUUOEN G oonccccn0c0000lbo0ann000llooannc0a0llto000000 
Number of poles on motor..... 42, 42 
Motor “speeds prereset rleGr cin onn 142 142 
Motor eficiency) acsinicietere hereheolerieleterielers : 95 95 
WEG Goddoooun'cGu0000b0000000000 000000 25 28.5 28.5 
Cansretior Graal cosonsscn000d00000000000000 1,510 1,510 


INAtrdae OS OMENS. Gaq000000000000000000 1 1 
INO BNG| NEVE] oocc0c0000000000000000000 
Water rate for motor output 


Low-Pressure Turbine 
iBucketwefiiciencysmerriesceiliereeeeiciekererieire 
IW? G000000000000000000000000000000000000 
Water rate per shaft horsepower 
lalOsepOnKae OLE cococ000000000000000000 


High-Pressure Part of Turbine. 
WIRE RSE GINGA? oococcoccn0d00000000000000||b00000000 BO OD CORD 


BYE) WAGE KAO oo0000000000000000000000|loa 0000 000|fo00000000 Hsoddo000 
Leb Ka REED HON 0 00000000000000000000000|be0000000|/c0 00000 0dllagouc00c 
WILE? CERNE 56000000000000000000000000000|boa0 0000000000 000|bo 000000 
INMVOYe CELLS IKON CONG PEWE oooccag00o00ncllba00000ccllooag00000llo0 000000 
(Cormac onalty? 17 95000000000000000000000||000000000l00 00000000 co0000 


Total flow, including leakage .............. 


Water rate per shaft horsepower........... 12 11.6 12.5 


14 14 16 18 20 20.5 21 
6,900 6,900 10,450 15,350 22,700 26,000 30,700 
6,900 6,900 8,750 10,000 11,250 11,700 12,350 
0000llo00000000 1,700 5,350 11,450 14,300 18,350 
42 28 28 28 28 28 28 
153 153 175 198 224 232 240, 
95.5 95.5 95 95 95.5 95.5 95.5. 
28.5 28.25 28 27.75 27.25 27 27 
1,625 1,085 1,250 1,370 1,580 1,645 1,710 
2 2 2 2 2 2 
82,500 92,000 | 133,700 | 195,700 | 276,300 | 315,000 366,500 
12.0 13.3 15.25 19.7 24.75 26.9 30.3. 
50 2 58 59 6 
37,800 | 114,000 | 221,000 | 274,000 348,000 
22.2 21.4 19.30 19.1 1 
1,700 5,350 11,450 14,300 18,350 
9000000000|lb00000000 61 64 67.5 69 70 
2.000000000|loa0000000 30.5 29 27.5 7 26.6 
2000000000lloo0000000 39,700 | 119,500 | 232,000 | 288,000 365,500 
9000900000lloa0000000 1,070 3,620 7,500 9,550 12,350 
2000000000|lba0000000 7,680 6,380 3,750 2,150 00900000 
sa00000000|lo0 0000000 93,000 75,200 44,300 26,000 00000000 
84,600 93,500 | 133,700 | 195,700 | 277,300 | 315,000 366,500 
12.75 12:25 12 1 


12.2 | 13.5 | 12.8 


two-fifths of the total power required for propulsion. The 
remaining three-fifths of the power under these conditions 
would be delivered by the low-pressure turbine, which at such 
a time would receive steam exhausted from the generating 
unit. This low-pressure turbine would also be fitted with two 
reversing stages, similar to those which would be adopted with 
direct-turbine drive. The low-pressure turbines would also be 
so arranged that they could take high-pressure steam from 
boilers through separate nozzles, and with such supply they 
would act as fairly efficient high-pressure turbines. With such 
high-pressure steam supply the ship would make a speed of 
about 19 knots with the same steam required for 20.5 knots 
with the combination drive. 

This turbine has two exhaust openings, one connecting to the 
second stage and the other to the fifth stage. When the ship 
is running at about 20.5 knots all the steam would pass through 
the first of these exhaust openings to the low-pressure turbine, 
its pressure between the two being about 50 pounds absolute. 
When the ship operates at speeds below 15 knots the low-pres- 
sure turbine would not be used at all, the power being de- 
livered to the propellers entirely by motor and being all gen- 
erated by the high-speed turbine. At speeds between 15 and 
20.5 knots, a part of the steam would pass to the condenser 
through the low-pressure turbine, and part through the lower 


Ho Et 
oe Hee pe | a || | 
Pe 

| | 24d | zopod 


fae ieeal 


Fic. 1.—Curves showing steam consumption with combination drive 
compared with guarantees on Parsons equipment for the same _ ship. 
Also power curves for both cases and propeller speed curve for combi- 
nation drive. Dotted lines, Parsons drive; full lines, combination drive; 
line 1-2, one generator and motors connected for 42 poles; line 3-4, one 
generator and motors connected for 28 poles; line 5-6, two generators 
and motors connected for 28 poles; line 6-7, combined effect of motors 
and low-pressure turbines. At 7, all steam passes through low-pressure 
turbine, at other points only a part. 


stages of the high-speed turbine. The design of generating 
unit provides for a valve by which any desired number of 
third-stage nozzles can be closed, and by this means the 
division of steam between the low-pressure stages of the high- 
speed turbine and the low-pressure turbine can be controlled. 

The curve sheet, Fig. 1, and the accompanying tabulation 
show all the relations of speed, power and efficiency. 

It will be seen that in this plan the electrical apparatus acts. 
simply as a speed-reducing bond between the generating tur- 
bines and the propeller shafts. The motors are not used for 
reversing, and are of the siniple, squirrel-cage induction type. 
The voltage is low and the arrangement of generator and 
motor constitutes the simplest known means of electrical 
power transmission. With such apparatus, insulation trouble 
or mechanical trouble is practically unknown, and there is no 
other form of mechanism which can accomplish such results 
with equal simplicity and certainty. 

Since in a warship it is desirable to operate efficiently at 
low speed as well as at high, the motors proposed in this case 
are so arranged that they can be connected either for 28 or 
42 poles. In the higher-speed ranges the 28-pole connection is. 
used, and in the lower-speed ranges we use the 42-pole con- 
nection. This change of connection is made by a single move- 
ment, which actuates a group of toggle switches, so designed 
that their action is perfectly positive and dependable. These 
switches could be so arranged that they could not be moved 
when the circuit was energized, so that no trouble could result 
from opening or closing them under load. 

In this arrangement the electrical apparatus, with high-speed 
turbine, constitutes an auxiliary, the purpose of which is to: 
improve efficiency under all speed conditions, and particularly 
to adapt the ship to economical operation at cruising speed. 
These results it will accomplish without the introduction of any 
feature which can be considered problematical. Turbine gen- 
erating units exactly equivalent to that proposed are being 
widely used with better efficiencies than those here assumed, 
and motors of similar’ character, size and speed are delivering 
uniformly successful work under the most difficult conditions, 
such as mine hoisting, rolling mill work, etc., and mechanical’ 
or electrical trouble with either class of apparatus is of inap- 
preciable extent. 

This combination plan, as here explained, was decided upon 
largely with a view to overcoming the doubts and fears which 
might be raised by the proposition to introduce such a novelty 
into the new battleships. The arrangement might have been: 
made lighter and less expensive by adapting the motors to re- 
versal so that the reversing turbine could be left out. This. 
would have necessitated changing poles in the ratio of 2: 1 in- 


’ 


DECEMBER, I909. 


International Marine Engineering 


stead of as proposed, but the results obtainable with suitable 
designs would have been nearly the same. The reversal ac- 
complished in this way would have been just as quick and 
effective as that afforded by the reversing wheels. Another 
feature of this scheme which it was hoped might allay the 
doubts and fears of uninformed persons is the fact that it 
could be readily convertible into a direct turbine drive. 


ELECTRIC DRIVE. 


Since the completion of these designs for combination drive 
and their rejection by the Government, the writer has designed 
an equipment somewhat similar in principle, in which the 
whole power is delivered to the propeller shafts by means of 
motors. On each propeller shaft it is proposed to install two 
motors, one of which is arranged with pole-changing switches, 
so as to adapt it to use at lower speeds, this motor being similar 
in character to that proposed with the combination drive. The 
other motor is adapted only to the smaller number of poles 
used with high speeds, and is arranged with a resistance con- 
nection to its motor so that it is suitable for producing the 
high torque desirable in quick changes of the ship’s direction. 
The generating units proposed in this case are of a type rep- 
resentative of the highest development which has been at- 
tained. They are designed to give a very uniform efficiency 
through wide ranges of load and speed, so that they will 
accomplish the various functions desired with the best general 
effect. The voltage of these generators and motors is such 
as to give the simplest and most dependable windings for 
apparatus of the size, the maximum potential generated being 
about 2,200 volts. 

The results in steam consumption at different speeds ob- 
tainable by this equipment are shown in Fig. 2. The water-rate 
curves there given refer to the propelling machinery alone, 
and do not include any other steam consumptions. The dotted 
curves on the same sheet show guarantees made on Parsons 
turbine equipment for the same ship. These Parsons curves 
presumably make some allowance over the results expected. 
It will be observed that the Parsons power curve is consider- 
ably higher than that assumed for the electric or combination 
drive. A large part of this difference is, however, certainly 
attributable to the fact that the proposed Parsons equipment 
operates with four propellers and much higher propeller 
speeds, which will give a lower efficiency to the propellers 
themselves and a lower propulsive efficiency of the ship, since 
one propeller is bound to interfere with the action of the other. 
The water-rate curve given for the Parsons equipment seems 
fairly reperesentative. of the results claimed for the best 
Parsons designs. It agrees closely with the curve of water 
tates calculated for the Curtis turbine for a similar ship. 


TABLE 2.—ELECTRIC DRIVE. 


KGnGQiG sisiosiaconoa saeaas 12 14 15 15 18 20] 20.5 
Shaft horsepower ...... 4,400] 6,900] 8,600] 8,600]15,350|/22,700|26,000 
Motors, number of poles 50 50 30 30 30 30 30 
MICO? GIA ococosoocs 131 153 164 164 198 224 232 
Motor efficiency ...... 94.5 95 96 96 96 96 96 
Motor power factor .... 60 65 83 79 84 85 85 
Generator speed ...... 1,105] 1,295 830 830] 1,005] 1,130] 1,172 
WECEERN gosooucnoneuceo 28.5] 28.25] 27.50) 28.25] 27.75] 27.25| 27.0 
Number of generators.. 1 1 1 2 2 2 2 
Number of motors..... 2 2 2 4 4 4 4 
Pounds of water per 

shaft horsepower...] 12.3] 11.8] 12.55) 13.4 ee Wey) OB} 


Propeller Speed—In designing this electric drive we have 
adopted, for the sake of comparison, the same propeller speed 
used with the combination drive, and this in turn was taken 
for a similar reason from that proposed for direct propulsion 
by Curtis turbines. In the combination drive it will be de- 
sirable to keep to the best Curtis turbine speed, since a large 
proportion of the power is delivered by turbines. In the elec- 
tric drive, however, we are not limited as to propeller speed, 


Fic. 2.—Curves showing steam consumption of electric drive com- 
pared with results guaranteed on Parsons equipment of the same ship; 
also power curves for both cases and propeller speed curve for electric 


drive. Dotted lines, Parsons drive; full lines, electric drive; line 1-2, 
one generator and two motors connected for 50 poles; line 3-4, one 
generator and two motors connected for 30 poles; line 5-6, two gener- 
ators and four motors connected for 380 poles. 


and it would be possible to adopt considerably lower propeller 
speeds, and by so doing to improve the net result without 
serious increase of weight. 


a} 


1 Swa 
oS SNKERE REE 
g2Lk 2 10F| “otn D (a 
BONGO REE E SoG, 


Fic. 3.—Speed, torque and current curves of motors with full fre 
quency and voltage. AA—Current and torque with resistance. BB— 
Current and torque without resistance. 


Data relating to the operation of this electric drive at dif- 
ferent speeds are given in the accompanying tabulation. 


Sy NS YN VY 
y ~: 


Fic. 4.—Torque and current curves of motor as used, with resistance 


inserted, in reversing ship. These curves assume normal frequency and 
reduced voltage. In practice, both frequency and voltage might be re- 
duced, which condition would give better torque. Speed is given in 
percent of full frequency. Ahead means against generator; astern, 
with generator. 


472 


Reversal.—The characteristics of the motors used in reversal 
of the propellers are shown by curves, Figs. 3 and 4. Fig. 3 
shows the torque and current of such a motor under different 
speed conditions with full impressed voltage and frequency, 
two of the curves applying to the condition without resistance 
in the armature and the others applying to the condition with 
resistance in the armature. Fig. 4 shows the torque obtainable 
with such a motor with and without resistances when supplied 
with the normal full-load current of one generator at normal 
frequency. These motors would be capable of receiving for 
a short time even more current than this, but the torque here 
shown is far more than that provided by the ordinary revers- 
ing machinery for turbine ships. Curve B in Fig. 4 shows the 
relatively weak torque obtainable without resistance in the 
motor armatures. The results shown by this curve can be 
obtained from any of the motors; those on curve A can only 
be obtained from the motors which are arranged for the in- 
sertion of armature resistance. The armature resistances pro- 
posed would be connected to the motor through collector rings, 
and the resistance would be cut out by short circuiting the 
collector rings, so that no current would pass through brushes 
except when the resistance was in use. A form of resistance 
has been developed by experiment by which a very large power 
can be dissipated in a small space without complication or 
difficulty, and this with all other details has been included 
in weight estimates. 

Weights.—The weight of the Parsons turbines alone pro- 
posed for these ships, as designed and estimated by the Navy 
Department, is given as 484.7 tons, which weight does not 
include any piping, bearings, shafting, valves or auxiliaries. 
The following figures show weights of equivalent parts with 
the combination drive and electric drive as here designed. 


COMBINATION DRIVE. Pounds. 

Two generators ......ccces secre cerns err err se reteereseres 125,000 
AK) THELADSASS G400000000000000000000000000000000000000000000 154,800 
Two motors with pole-changing switches. 140,000 
Sane, Gi, 39000008000000000000000000000000500000000a000 2,000 
Additional ventilating ducts .........2-e+see esse ee eee eee ee ees 5,000 
Two low-pressure turbines .....---. eee see eee eee e eee e eee ees 740,000 
ANNE 645 600000000000000000.00000000000000000000000000 1,166,800 
1ACEENS cooco00 SaolodaucooooGotiod0b00ag00000000000000000 520 tons 
ELECTRIC DRIVE. Pounds. 

Two motors with pole-changing switches.......----++++++s+e-> 142,000 
Two motors (M) ....--eeceee reece terre e cet er eet ee er secee 134,000 
Switches, levers, supports, etC..... 2. ee eee eee ee eee ener e eens 6,000 
Cables, busses, supports, €tC... 1. esse cree eee e eee e eee ee teens 4,000 
PAAR. 6og0n60000000000000000000000000000000000000000000 3,000 
Two generators 2... cece cece ee eee t eee te eet t ett tee e tees 280,000 
Two turbines, without bearings ......--++e. see etree teeter ees 218,000 
Additional ventilating ducts .......eeee eset eee e ee eee eeees 7,000 
ANSE 6 5060010000 000000000000000000000600060860000000 794,000 
IDEN. Godobob000 0000000000 00050050000 0000 000000000000 354 tons 


From this it will be seen that, considering these parts alone, 
the combination drive would be 35 tons heavier than the Par- 
sons equipment mentioned, and the electric drive would be 131 
tons lighter. In the comparison of steaming distances which 
is here made, this difference alone is considered, but a con- 
sideration of the designs will show that other large economies 
in weight would be effected with the electric drive. The pip- 
ing system necessary with the Parsons turbine equipment is 
very complicated, and the weight of steam and exhaust piping 
and valves given in the department’s estimates amounts to 
76.5 tons. With this electric drive only one steam pipe con- 
nection is necessary inside of the engine room. From this it 
will be apparent that there is a great saving of piping weight 
and complication in the electric drive as compared with the 
Parsons equipment. The writer has no means of knowing the 
necessary weight of piping outside of the engine room, but it 
is believed that saving in the engine room would amount to at 
least 40 tons. 

The weight of boilers proposed for these ships is 555 tons, 
and if with the electric drive the boiler equipment was cut 


International Marine Engineering 


DECEMBER, 1909. 


down in proportion to the saving in steam consumption at 20.5 
knots, as indicated by the comparisons given above, a further 
saving in weight of about 108 tons would be effected. This 
estimate assumes that uses of steam outside of the prime 
movers are the same in both cases and in accordance with the 
department’s estimates. 


TABLE 3. 


Distance in 


Tern Pounds Coal | Water Rate. Shaft Knots at 12- 
Available. Horsepower. | Knot Speed. 
Parsons .... 5,550,000 25.6 4,700 4,700 
Electric .... 6,080,000 17.8 4,400 7,900 


Cruising Distance—The hull plans of these ships, as de- 
signed for Parsons turbines, show a bunker capacity of 2,476 
tons, or 5,550,000 pounds. Adding coal in place of weight 
diminutions above mentioned, the total would become 6,080,000 
pounds. If we assume 8.5 pounds of water evaporated per 
pound of coal, and the propeller, steam and electrical efficien- 
cies above indicated, we have the comparison shown in Table 3. 

If the same boiler equipment is retained for both systems the 
comparison will be as follows: 


TABLE 4. 


Distance at | Speeds with 


Pounds Coal 2. t 5 
Available. Saat IBIS “Sisco 
— 
TEENS. coGoooca00boEU000 5,550,000 4,700 20.5 
IDIEGESO poosocogaac0p0000 5,838,000 7,600 21.2 


These figures assume that in both ships the steam consump- 
tion for all uses outside the main prime movers at 12 knots is 
26,300 pounds per hour, this being the figure given in the 
Parsons guarantees. 

It may be claimed that the Parsons turbine would do better 
than here assumed, the figures taken being guarantees which 
presumably afford some latitude for error. Comparison with 
other cases, however, does not indicate that the water rates 
assigned to this Parsons turbine are much too high. In the 
case of the Lusitania, where the high speed and large power 
afford ideal conditions for turbine drive, the water rate shown 
by tests at maximum speed was 12.77 pounds per shaft horse- 
power in the turbines alone with 28 inches vacuum, and with 
27 inches vacuum it would presumably have been 13.5 pounds. 
A corresponding water rate shown by the Parsons curves here 
given, which form the basis of this comparison, is 13.75 pounds 
with a horsepower output considerably less than half. 

These figures show an increase of 69 percent in the cruising 
distance, and it is needless to comment upon the immense 
value of such a difference in any war vessel. 


In this comparison it should be remembered that the per- 


~formances of the electric equipment are very conservatively 


estimated, and that water rates and efficiencies on existing 
apparatus would justify the expectations of better perform- 
ances. It should also be remembered that differences in weight 
of piping are not considered in this comparison, and also that 
there should be a large saving in weight of bearings and sup- 
porting structures if the electrical equipment is compared with 
the Parsons turbines. It should further be considered that 
the propeller speeds here adopted are not those most favorable 
to electric drive, they having been assumed for the sake of 
direct comparison with existing designs for the same ships. 
The electric drive would give almost the same efficiency with 
lower-speed motors, and the weight would be only slightly in- 
creased, while a very large improvement in propeller efficiency 
could be effected. To get the best results from such a new 


DECEMBER, 1909. 


method, the whole ship should be designed to suit it, while in 
the designs here given it is simply made so that it could be 
substituted for the proposed combination drive without any 
change except in the propelling machinery itself. 

Evidences.—The practicability of the plan of electric drive 
here proposed cannot be questioned, and the figures given must 
result from the expected efficiency in generating units and 
motors. The motor efficiencies given agree with common prac- 
tice with apparatus of similar capacities and speeds and cannot 
be questioned. The practicability of the generator efficiency 
proposed can be proved by comparison with actual test results 
on a generating unit rated 3,000 kilowatts, of which many are 
in use, and which have been repeatedly investigated with the 
greatest thoroughness. In almost all turbine units increase of 
capacity is decidedly advantageous to economy, and such ad- 
vantage would exist in this case, although the efficiencies as- 
sumed are not superior to those shown by these actual test 
results. 

Advantages.—In this plan for electric propulsion the elec- 
trical apparatus simply serves as a speed-reducing bond be- 
tween the turbine and the propellers, and it may be asked why 
electricity should be used when the practicability of other 
methods of speed reduction have been asserted, and to some 
extent verified, by experiments. ; 

The answers to this are: 

First. Electricity is capable of efficiently effecting reduc- 
tion in a very large ratio, the reduction in this case being in 
the ratio of 50: 6. 

Second. That the electric speed reduction is susceptible to 
change of ratio, which makes possible efficient action at differ- 
ent speeds. 

Third. The electric speed change involves no kind of com- 
plication, difficulty or uncertainty. 

The efficiency of this electrical bond will be about 92 percent 
at all speeds, and this will remain constant through the life of 
the apparatus. It is questionable whether any other practicable 
form of speed reduction in such a ratio can be made equally 
efficient when all friction losses are considered, even if it 
should be proved that other methods are practicable at all for 
use in such large ships. The particular type of turbine pro- 
posed in this case affords the great advantage of good efficien- 
cies throughout wide ranges of load and speed, which charac- 
teristics in combination with the pole changing in motors are 
of great value in such a case. 

The possibilities outlined in this paper, if true, are certainly 
of great importance to the shipbuilding industry, since they 
open a field which is almost entirely new. The most im- 


International Marine Engineering 


'Fiat-San Giorgio, of Italy. 


473 


portant existing electric drive installations of which the writer 
has knowledge are those of two fireboats in the city of 
Chicago which were equipped under his direction. While 
these contain small and relatively inefficient turbines and elec- 
trical apparatus, their performance from the first has been 
efficient, simple and entirely free from trouble. While the 
present paper relates alone to the propulsion of certain battle- 
ships, the figures and facts which it presents are fairly illustra- 
tive of a wide range of possibilities in the propulsion of ves- 
sels; and while other cases have not been specifically investi- 
gated, it is thought that there are a very large number in which 


' electric drive would be better, simpler and cheaper than any- 


thing heretofore produced. 


NEW SWEDISH AND DANISH SUBMERSIBLES. 


BY ROBERT G. SKERRETT. 


Fig. 1 shows the Hvalen during her official trials at Spezia 
preliminary to her acceptance and the long run to Stockholm. 
She is of 230 tons submerged displacement, and is propelled 
by three screws. During her trials she developed a maxi- 


_mum surface speed of 15.2 knots—her Fiat motors producing 


1,050 horsepower. Submerged, the boat makes 7 knots. 

The Swedish authorities have become seriously convinced 
that submarine vessels promise a very effective defnse for 
the seaboard and the principal waterways of the kingdom, 
and the building of the Hvalen is the first step in the execu- 
tion of a programme which calls for an extensive flotilla of 
this order of fighting craft. This is not the first effort that 
Sweden has made in this direction. It was due to native 
enterprise that the Nordenfeldt submarines first gained recog- 
nition and gave promise of fractically solving the difficulties 
of submarine navigation in the ‘eighties,’ but it was not until 
the advent of the Holland boat that the Swedish admiralty 
gave any substantial encouragement to the art, when it 
built the Hajen, a virtual reproduction of the Adder class of 
the United States navy. 

In 1907, however, the Ministry of Marine, after much 
painstaking investigation and deliberation, invited proposals 
from the principal commercial builders of under-water craft. 
In the competition which followed, designs were offered by 
Vickers Sons & Maxim, of England; Laubeuf, of France; 
Krupp, of Germany; Lake, of America, and Laurenti, of the 
The choice fell to the Italian 
boat, and the Hvalen is the consequence. 

One of the contract conditions was that the Hvalen should 


FIG. 1.—THE HVALEN UNDERGOING HER OFFICIAL TRIALS AT SPEZIA. 


474 


demonstrate her sea-keeping qualities by making the extra- 
ordinary run of 4,000 nautical miles from Spezia, Italy, to 
Stockholm, Sweden. She was obliged to be self-sustaining, 
and to cover the distance absolutely unattended by either an 
escort or mother ship. 

The first leg of the journey was from Spezia to Cartagena, 
Spain, a distance of 790 nautical miles. The boat made this 
run under her single central screw, and covered the distance 
in seventy-two hours, an average speed of 10.97 knots, the two 
wing screws being disconnected and allowed to revolve 
freely. During this run the boat met with heavy weather, and 
yet she went on without halt. Her commanding officer, a 
lieutenant in the Swedish navy, reports that the boat showed 
remarkable seaworthiness, and the crew arrived at Cartagena 
in excellent condition. 

From Cartagena the Hvalen went to Gibraltar, and from 


International Marine Engineering 


DECEMBER, 1909. 


Radius of action at full speed.......... 480 nautical miles. 
Radius of action at 10-knot cruising 

SPee dwelt seein eee eeeeeeI,000) Nauticalumiles: 
Maximum submerged speed........... : 7 knots. 

The boat has a reserve buoyancy normally on the surface 
of 24 percent of her light displacement, and by a special 
arrangement of the superstructure it is possible to increase 
this to 60 percent, thus giving the vessels of the Laurenti type 
a surface reserve of buoyancy fully as great as that of the 
ordinary above-water torpedo boat. Because of the special 
features used in connection with this superstructure, this un- 
usual reserve buoyancy does not add any impediment to the 
rapid submergence of the boat or her emergence and return 
to the light cruising condition from an under-water run. The 
superstructure fills automatically when submerging, and is 
self-bailing when emerging, so there is no occasion for the 


FIG. 2.—DANISH SUBMERSIBLE DYKKEREN, 


Gibraltar to Lisbon: During the run to Lisbon the boat used 
her twin screws while working her way in the teeth of a 
regular easterly gale, and, notwithstanding the blow, made an 
average speed of 11.5 knots. This is a striking performance 
when we recognize that the best American submarines have 
made but 11 knots over a measured-mile course and under 
very favorable weather conditions. The other stages of the 
run were as follows: From Lisbon to Vigo, from Vigo to 
Ferrol, from Ferrol to Brest, from Brest to Portsmouth, from 
Portsmouth to Kiel, and from Kiel to Stockholm. 
The principal dimensions of the Hvalen are: 


Wengthuoversallleerens: sector c een eee 140 feet. 
IEA, MMESGHIMBGEN 5 ocn0ec0gdc0090000N000 14 feet. 
Displacement, when fully submerged... 230 tons. 
IDignkaesment, WAM sooo oc0c00 0000000006 186 tons. 
INES? OH GSS 5000000d000000000000 3 
Number of screws used when sub- 

TTICE SCAM ceptors ie ecrereteloiele fe torernetaneistevers 2 
Maximum brake-horsepower........... 1,050 


MES aha GECIACS FHCs 0 0000000060000 15.2 knots. 


installation of heavy pumps or the use of any power to con- 
trol this mass of water ; if 

In America, interest naturally centers in this boat, because 
an enlarged edition of the type is now building at the yards. 
of Messrs. William Cramp & Sons Company for the United 
States navy. 

The Danish Government, like its neighbor, has embarked 
upon a programme of submarine construction, and has built 
a small submersible of the Laurenti type. This boat is named 
Dykkeren, and has a modest submerged displacement of 128 
tons; in this particular being a virtual counterpart of the 
American submarines of the Moccasin class. The building of 
the Dykkeren constitutes a record performance. The keel of 
the boat was laid on Sept. 9, 1908, she was launched on July 
18, 1909, and finished her final delivery trials Aug. 20, 1909. 
The Dykkeren is entirely electrically propelled, and was de- 
signed to meet special conditions prescribed by the Danish 
Admiralty. Any one studying the coastline of Denmark will 
readily appreciate that for purely defensive work a submarine 
vessel need not have a great radius of action. 


DECEMBER, I909. 


International Marine Engineering 


PERFORMANCE OF DANISH SUBMERSIBLE DYKKEREN. 


Contract Actual 
Requirements. Performance. 
Maximum surface speed, knots...... II. 12.02 
‘Cruising speed, knots............... 7.0 8.1 
Submerged speed, knots............ 7.25 T-5 
Radius of action at full speed, nau- 
ticalamileswawircnsre oo ote: 18.5 24.0 


The time required to pass from complete buoyancy to com- 
plete submergence is something less than five minutes, and 
to return to the surface and be under way at cruising speed 
tequires only three minutes. The soundness of the hull was 
demonstrated by subjecting the boat to hydrostatic pressure at 
a depth of 145 feet, when there was no sign of deformation. 

The Dykkeren is 113 feet 8 inches long, and has a maximum 
beam of nearly 11 feet. On the surface her displacement is 
103 tons, and when submerged 128 tons. The photograph of 
this boat is of interest because of the installation of the two 
bow-torpedo tubes. As one can see, these tubes lie well below 
the waterline and back from the stem of the vessel. Apart 
from the protection thus afforded to the tubes in case of a 
bow-on collision, their position insures an equalizing of 
lateral pressures at the instant the torpedo is discharged, so 
there is less danger of deflection due to these causes and a 
minimum of risk of wrenching the tail of the torpedo before 
it is clear of the tube. Another feature of interest shown by 
this photograph is the housing of the submerging rudders, so 
as to get them out of the way of the sea when running on the 
surface. Where these rudders extend rigidly outboard from 
the sides of the vessel they are liable to damage when coming 
alongside a dock or to be strained and bent by the pounding 
of a seaway. / 


/4 
THE MARINE STEAM ENGINE INDICATOR—V.* 


BY LIEUT. CHARLES S, ROOT, U. S. R. C. S. 


The American Thompson instrument, as made by the 
American Steam Gauge & Valve Manufacturing Company, is 
shown in Fig. 36. This is a good example of the modern in- 


* Copyright, 1909, by Charles S. Root. 


FIG. 36. 


ie: 


7 il 


li | 
Si 


“ys 


Hh 
wt 


Ly 


FIG. 37. 


strument with an outside spring. The pencil mechanism is 
practically the same as that shown in Fig. 28, and has the 
shortened front link. The detent motion is of a type peculiar 
to this make of instrument. By means of the lever, whose 
handle is just above the 1899 patent date, the drum and its 
base-ring may be thrown out of gear. By this means the drum 
is made stationary at will, for the inspection or changing of 
cards, while the cord remains taut and in motion with the 
engine as usual. 

Another form of instrument with the shortened front link 
is shown in Fig. 37. This is one of the many patterns made 
by the Star Brass Manufacturing Company, of Boston, Mass. 
It differs from most other instruments, in that it takes steam 
above instead of below the piston, and its piston area is 
but 14 of a square inch. By means of this smaller piston 
lighter springs are used, and the weight of the reciprocating 


ia 


Tin 


‘OUNBAR-B0S; 


FIG. 38. 


47 


International Marine Engineering 


DECEMBER, 1909. 


I 


. 


ON 


FIG, 39. 


parts is no greater than in the same make of instrument with 
an inside spring and a 14-inch area piston. 

In Fig. 38 is exhibited the Crosby indicator, with outside 
spring. The pencil mechanism of this instrument has its front 
link attached to the piston-rod connecting link, and has a steam 
piston of I square inch in area, made in the form of the central 
zone of a sphere. Fig. 39 shows an instrument of the same 
make, suitable for use either as a steam or gas engine indicator. 
It is furnished with one piston of %4 inch area for use with 
steam engines, and another piston of %4 inch area for gas 
engines. 

A Crosby instrument, as made for ordinance and hydraulic 
work, is shown in Fig. 40. The pencil mechanism has a post, 
bearing lightly against the pencil arm, to keep the scriber in 


1 A [ 


% 


FIG. 40. 


contact with the card during sudden shocks. The lower piston, 
or, more properly, the plunger, is of very small area, and is 
fitted in a bored hole in the union casting at the bottom of the 
instrument. When moderate pressures are to be indicated 
the by-pass valve at the left is opened and the main piston 
comes into play. 

In the Tabor instrument, fitted with an outside spring and 
an electrical attachment for rotating the swivel head, the 
pencil motion is rectified by a sliding pair, whose path is 
curved, as shown in detail in Fig. 41. The instrument, as 


FIG, 41. 


shown, is the product of the Ashcroft Manufacturing Com- 
pany. The flat spring indicator of Batchelder is shown in 
Fig. 42. The spring is at B, and its “scale” is altered by shift- 
ing the slide and fulcrum S to the right or left. The pencil is 
guided by a straight slide, as shown in Fig. 30. 

Many other forms of indicator, additional to those described 
here, have been designed and made, but only one other kind 
will be noticed. 

For extremely high speeds, the ordinary indicator will not 
answer, owing to the disturbing effects of inertia. Some years 
ago Mr. Carpentier, of Paris, France, designed an instrument 
which he called a Manographie. He arranged a small mirror 
so that it was deflected in one direction by changes in cylinder 


WL DILL LER CR RRR RRR LA WN 
NS 


NSN 


P7772 ae 


FIG. 42. 


pressure, and in a direction at right angles by the movement 
of the engine cross-head. A lamp was so located that a beam 
of light thrown on the mirror was reflected in a point on a 
ground-glass screen or photographic plate, and a momentary 
view or a permanent record of the diagram was obtained. 
This apparatus was successfully used on gas engines running 
at speeds of 2,000 revolutions per minute. 

In concluding this section, the attention of the reader is 
called to the fact that most indicator manufacturers are in a 
position to furnish instruments with large or small pistons, 
inside or outside springs, large or small drums or those fitted 
for continuous cards, instruments with but one size of piston 
or the combination of large and small cylinders, and, lastly, 
instruments entirely steel fitted for use on ammonia compres- 
sors. The user is thus free to choose the instrument whose 
general design most nearly satisfies his idea of what an in- 
dicator should be. ; 

For high-speed work lightness of the moving parts must be 
the prime consideration, but for moderate or slow speeds this 


DECEMBER, 1909. International Marine Engineering 477 


may be sacrificed for other advantages which the purchaser vessels have been built from the same design practically with- 
may desire. Consideration should also be given to the ease out alteration. Owners of these vessels have expressed them- 
with which springs may be changed, lost motion taken up and selves satisfied with their good performance, one remarking 
the instruments changed from right to left hand. that if anyone could improve the earning power of his ship it 


S. S. MONITORIA IMMEDIATELY AFTER LAUNCHING, SHOWING EXTENT OF CORRUGATIONS. 


THE MONITORIA. | must be a noteworthy achievement. This type of vessel was 
BY ARTHUR H. HAVER, therefore chosen as the one on which to try these longitudinal 
projections, principally from the fact that it was a successful 


The latest improvement in the construction of ships con- design, and not one remarkable for inefficiency 


sists in an application to the outside form. This part of the 
ship has hitherto been carefully ignored by the majority of 
ship designers, as it has evidently been concluded that the 
ordinary ship form did not admit of any radical improvement 
in reducing resistance. It is, therefore, more than usually inter- 
esting to know that the Monitoria, an ordinary cargo steamer, 
279 feet 6 inches long, 39 feet 1014 inches breadth, molded, 
and 20 feet 7%4 inches depth, molded, of unusual form, has 
proved to possess remarkable advantages, which indicate 
that a law hitherto ignored has been applied which enhances 
the value and improves the speed of ships, or what is the same 
thing, reduces the horsepower and coal consumption of all 
classes of vessels. 

Instead of the usual wall-sided shell plating, this vessel has 
been designed with two longitudinal projections along the out: 
side of the ship between the load waterline and the bilge, in 
the form of sections of rather flat arcs, so that the breadth ot 
the ship becomes nearly 42 feet extreme, or about 22 inches 
wider than the molded breadth. These corrugations do not 
extend to the extreme ends of the vessel,’ but stop where the 
hull begins to fine forward and aft. Naturally, these projec- 
tions give more buoyancy and add to the displacement of the 
vessel; they also increase the wetted surface and increase the 
periphery of the shell plating girths. Although these condi- 
tions must be considered as prejudicial to speed, nevertheless 
in this ship greater speed was proved to exist, both by 
numerous tank experiments extending over nearly four years 
and by results on the measured mile and on ocean voyages. 

The improvement of 5 percent in speed at 10 knots dis- 
closed by the tank experiments was realized on the actual 
ship, while at 9 knots instead of the 4.16 percent greater speed 
anticipated the actual increase proved to be 4.23 percent. 

This vessel is owned by the Ericsson Shipping Company, of 
Newcastle-on-Tyne, and was built by Messrs. Osbourne, Gra- 
hame & Company, of Hylton, Sunderland. This firm has made 
a specialty of a type of vessel of the ordinary three-island 
construction, to carry 3,200 tons dead weight, cargo and 
bunkers, and the special form, tonnage, speed and power of 
these vessels have proved so economical that twenty-three 


DETAILS OF CONSTRUCTION OF THE CORRUGATED HULL. 


478 


International Marine Engineering 


DECEMBER, 1909. 


The trial under ballast conditions, with the corrugations 
above the ballast waterline, proved that the Monitoria was no 
different from any of the sister ships, the same speed and 
power being obtained. The loaded trial, however, showed that 
when the corrugations were immersed, practically the same 
speed was attained as when light, although at this draft she 
carried about 135 tons more displacement than her sister 
vessels in loaded condition, and with the same engines, indi- 
cated horsepower and propeller the speed was three-eighths 


Bridge Deck 
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of a knot more than that of her sister ships, which means that 
at the same speed as her sister ships she was capable of being 
propelled with 14 percent less power. 

The engines have cylinders 21, 33, 56 inches by 36 inches 
stroke; there are two boilers, operating at 180 pounds pres- 
sure, with a heating surface of 3,000 square feet. 

In the following table two of the sister ships are marked A 
and B; the Monitoria was run on the measured mile, progres- 
sively. The results, compared with vessels A and B, are as 
follows: 


A. B. Monitoria: 
Trial displacement.... 4,440 4,450 4,575 4,575 4,575 4,575 
Knotsmspeedineierereitere 9.76 9.78 9.68 9.78 9.96 10.12 
Indicated horsepower.. 1,133 1,116 966 1,000 1,120 1,195 - 
Revolutions .......... 70% 70 65% 66% 68% 69% 
Drattieescietietecteiets 17.8 17.8% 18.0 18.0 18.0 18.0 
Steam pressure ...... 180 180 175 175 175 175 


Propeller slip from 3 percent to 6 percent. 

A. noticeable feature was the steadiness of the Monitoria’s 
motion through the water. There was no vibration, and no 
broken water was to be seen leaping up and running freely 


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Engine Room, Looking Forward 


along the sides; but, instead, a smooth, subdued, undulating 
wave line about 3 feet wide took its place, perfectly clear and 
transparent, so that the projections on the hull 10 feet below 
were quite easily discernible. The usual foam-covered sur- 
face, caused by the broken head wave, was carried about 3 feet 
clear of the ship’s side and parallel to it, showing that a most 
noteworthy subduing action of the stream-line waves was 
operating for the ship’s benefit. The increased speed (or it can 
be expressed as a reduction of horsepower) appears to have 
been attained by robbing a portion of the power usually ex- 
pended in creating the amplitude or height of the waves and 
at the same time increasing the wave length due to the re- 
stricted amplitude. The power saved in this vertical restric- 
tion of wave becomes available for horizontal propulsion. The 
increased length of wave gives a greater speed of wave, which 
reduces the friction power, eddy formation and bow wave, be- 
sides assisting all other stream lines around the ship. 

Naturally, as there is a greater frictional area, due to the 
greater periphery of the shell, there must be more frictional 
resistance. ' The amount of power to be allotted to this fric- 
tional resistance may be open to doubt, and many text books 
could be proved to be wrong in the amount they allot to it, 
but whatever the amount lost by the increase of wetted sur- 
face, due to the corrugations, there is no doubt whatever that 
more power is available, not only to overcome this increase of 
wetted area but also additional power for the propulsion of the 
ship. 

In the type of vessel, of which the Monitoria is the first, we 
have a vessel which actually accomplishes the hitherto im- 
possible task of carrying 3 percent more cargo in a hull having 
over 3 percent more displacement, yet doing it at her com- 
mercial speed with over 14 percent less indicated horsepower. 


DECEMBER, 1900. 


The size, proportions and position of these corrugations must 
be decided upon to suit the form, fineness, speed and size of 
the vessel. Varying proportions give varying results. Full 


Bridge Deck 


Boat Deck 


Upper Deck 


Main Deck 


Lower Deck 


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International Marine Engineering 


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ships give greater percentages of improvement than very fine 
‘ones. In respect to rolling, the corrugations act in the same 
manner as a bilge keel, causing the ship to have a slower 
period of roll besides effecting a reduction in the amplitude 
of the roll. This also occurs longitudinally by crushing the end 
waves which would tend to rise on deck. These points make 
for a better sea boat, fewer shocks, greater steadiness and 
greater strength. The action of the corrugations in reducing 
the eddy at the after end causes the oblique stream lines to be 
more nearly horizontal, giving a better run of water to the pro- 
peller and rudder, resulting in better steering and less slip of 
the propeller. The ship can also make a better passage in a 
head sea, and has more strength to resist the hogging and 
sagging strains. 

A battleship or cruiser fitted with these corrugations would 
have a steadier gun platform, a greater range of action, carry 


479 


more fighting metal, and have a greater speed. A passenger 
boat would be steadier, stronger and more comfortable, be 
more economical in coal and carry more weight. 


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Section looking Forward 


MACHINERY AND PIPING ARRANGEMENTS 
ON BOARD SHIP—II. 


BY JOHN M COLL. 


THE ENGINE ROOM. 


In fixing the position of the main engine for a single-screw 
vessel, much will depend on whether the shaft is required to 
be parallel to the base line, or whether it may be raked. It 
often happens that with an average diameter. of propeller, 
ordinary depth of sole plate, and depth of ship floors, the dis- 
tance from the base line to shaft center is much less in the 
engine room than at the stern frame. If the rake of the 
shaft is small, the aft end of the sole plate is made deeper, to 
keep the holding-down flange parallel with the tank top. If 
the shaft must be parallel to the base line, two methods may 
be adopted to make up the level in the engine room. A com- 
plete seat of girders and tie plates may be built on the tank 
top or the whole tank in way of the engine may be increased 
in depth. The latter is the better way and is that usually 
adopted. 

It is important that the holding-down bolts should, if pos- 
sible, pass through the floor angles, in addition to the tank- 
top plating. This can be arranged by fitting broad angles at 
the top of the floors, or broader flanges at the bottom of the 
sole plate, or, inclining the floor at the top, forward or aft, as 
the case requires. A tracing of the bottom of the sole plate 
should be made and laid on top of the tank-plating drawing; 
this moved forward or aft from the approximate position 
will enable a compromise to be readily made. 

The thickness of the tank-top plate under the main engines 
is increased to from 34 inch to 1 inch thick; and care should 
be taken that the fore-and-aft laps do not hinder the proper 
fitting of chocks all round. The thickness of chocks should 
not exceed 2 inches, and each holding-down bolt should pass 
through a cast iron chock. 

Assuming, in the first case, that the shaft is not to be raked, 
and the position of the boilers has been fixed, the arrangement 
may be as that shown in Fig. ro. At the forward end suffi- 


480 


International Marine Engineering 


DECEMBER, 1909. 


cient space must be allowed for a passage from side to side. 
If the high-pressure valve is at the forward end of the cyl- 
inders, then the eccentrics at the floor level, and quadrants 
and wiper shaft lever higher up, must be considered. A guard 
will be required around the eccentrics; and the boiler mount- 
ings on the back of boilers, especially in jobs with three boilers 
abreast, may project into the apparent clear space and block 
the passage. At the aft end it is advisable to provide a pas- 
sage across the engine room, and this is usually done by 


cess side may be so close to the block that it prevents chocks 
from being properly fitted there; in that case the plates on 
that side should be left loose till the block is bolted down. 
On the working side of the thrust block the width of recess 
is fixed by the width of the watertight door to the tunnel, and, 
as it is seldom possible to haul a vertical sliding door, space 
for a horizontal door has to be allowed. The height of the 
recess need not be more than gives ample head room enter- 
ing from the engine room. 


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placing a bridge over the shaft between the sole plate and 
thrust block. 

If for any reason the condenser tubes cannot be withdrawn 
from the forward end, provision must be made for that pur- 
pose at the aft'end. Two methods may be used to meet this 
requirement. A hole in line with the condenser may be cut 
in the aft bulkhead and. fitted with a portable plate, or the 
thrust block recess may be made wide enough to suit, as 
shown in Hig. 11. In the former case it may not be conven- 
ient when required to remove the plate and shift whatever 
cargo may ‘be behind it. In the latter case there need be no 
delay, and many uses could be found for the little extra space 
taken up. In using the portable plate method, the thrust re- 


Engineer’s 
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ENGINE ROOM LOOKING FORW. 


The casings in way of cylinders should be wide enough to 
have a passage all round, more so if the receiver pipes project 
above the top grating. In fixing the casings above the cyl- 
inders, the points to be considered are: the cylinder-cover 
lifting gear, the entrance ladder or ladders, and the ventila- 
tion. In small jobs a rough guide for width of casings is, 
that it should be sufficient to let the sole plate down without 
having loose work. 

Generally there should be as little loose work as possible, 
and that is again a matter for arrangement between the ship- 
builder and the engineer. Should the fitting out take place in 
a side way, liable to be disturbed by passing traffic, it is ob- 
vious that more space for shipping engines and boilers should 
be allowed than in the case where a ship may lie in a pri- 
vate basin and be free from such disturbing influences. In 
special cases it will be advisable to consult with the engineer 
in charge of the fitting out regarding his proposals for ship- 
ping the engine and boilers, as he should know best the capac- 
ities of his cranes and other appliances. In most cases, and 
especially in ships of light scantlings, a shell plate low down 
in way of the engine room should be left off till near the 
launch for the shipping of shafts, pumps and other gear. If 
the overboard discharge valves are required to be above the 
load waterline, space along the ship side will be taken for 
these and access to the space will also be required. Should 
the space be conveniently accessible, it is usually fitted up as a 
store for heavy tackle. If, however, these valves may be 
below the load waterline, no special provision need be made 
for them. If asked for early, shell butt straps or laps may 
be arranged by the shipbuilders, to suit the best positions 
for the larger valves. 

In twin-screw jobs, the distance between engines depends 
mainly on what is considered a reasonable working space. It 
varies from 18 inches for small to 46 inches for large engines, 
measuring at the bottom flanges of the front columns at the 
forward end. As the types of engines and types of ships vary 
so much, the distance has to be arranged to suit each case. 


DECEMBER, 1909. 


Fig. 11 shows an arrangement for a high-class twin-screw 
steamer where a fair compromise has been arrived at between 
shipbuilders and engineers regarding the space taken up and 
simplicity in design of casings. In this connection, while the 
engineer is upholding his requirements for working room, the 
shipbuilders’ work has to be considered, and the more simple 
the casings are the better for all concerned. As the work 
proceeds the engineer should see that he gets early informa- 
tion about all pillars, stiffeners and bracket plates, so that he 
-may keep clear of these with his fittings. 

Fig. 12 shows an arrangement for a combination of two 
reciprocating engines with one low-pressure turbine. The re- 
ciprocating engines, as usual, rest on the tank top. The height 
of the turbine is fixed by the distance between the foot valves 
of the air pumps and the lowest part of the turbine blading. 
This distance varies from 16 inches to 26 inches, to insure the 
efficient draining of the turbine. The position fore and aft 
may be fixed roughly by keeping the steam inlet on the turbine 
in line with the exhaust branch on the reciprocating engines. 
If placed much further forward the engine centers are made 
wider, and little space is left for a convenient arrangement of 


International Marine Engineering 


481 


required to be in the engine room proper, they should be kept 
well above the engine-room floor level, and clear of any oil 
or water that may be thrown out by the main engines; but 
wherever situated they should always have the axis of the 
shaft lying fore and aft. It will be an advantage for the 
engineer in charge of the engine room to see whether all the 
usual auxiliaries are working correctly or not without leaving 
the starting platform. This can be done in some cases, and 
should be considered where convenient. As the refrigerating 
plant may be placed almost anywhere in a ship, the location of 
this can only be dealt with according to circumstances. 

In designing seats for auxiliaries, consideration should be 
given to the fact as to whether the engines are fast or slow- 
running. In the former case, the seats have to be substantially 
and rigidly built. The top plates are made from 5% inch to 7% 
inch thick, and the side plates from 3 inch to % inch thick. — 
In the latter case the top plates may be % inch to 5% inch 
thick, and the side plates 34 inch thick. Large holes, and as 
many as possible without weakening the structure, should be 
made in the side plates; these will facilitate the building, and 
can be used for passing pipes through if required. Hardwood 


Covered with 
Sheet Lead for 


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ELEVATION 


Lamp Trimming 


Window Fitted 
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FIG. 18.—ARRANGEMENT OF ENGINEER'S STOREROOM. 


auxiliaries in way of the starting platform. If placed further 
aft, more room is taken up for the condenser. The condenser 
may be made in two parts, and placed low down between the 
shafts, with the tubes fore and aft; but if made in one it 
should ride over the center shaft, close up to the turbine, with 
the tubes across the ship. The rake of the shafts, both hori- 
zontal and vertical, depends in each case on the shape of the 
stern and the diameter of the propellers. 


AUXILIARIES. 


A good arrangement of auxiliaries is of great importance, 
as on that will depend the handiness and simplicity of con- 
nections, the accessibility for repairs, the easy working of the 
engine room generally, and the first cost. They should be 
grouped in their proper relation and sequence, so that, say, 
the air pumps, filters (if of the gravitation type), feed pumps 
and feed-water heater are together, the evaporator, distiller, 
filters and fresh-water pump are conveniently placed, and the 
sanitary, ballast and bilge pumps are beside each other. The 
general service pump is usually placed about the forward end 
of the engine room, and the ash ejector pump, if in the engine 
room, should be as near the boiler room as possible. This 
arrangement of auxiliaries is not always. possible; for, 
although it has become usual to have all auxiliaries inde- 
pendent, many firms still prefer to have at least the air, bilge 
and sanitary pumps worked off the main engines. 

The electric generating machines are sometimes placed in 
the thrust-block recess, or on a flat at the aft end or at the 
side of the engine room. In some cases a smaller dynamo is 
placed high up in the casing, so that should the lower dynamos 
become flooded, some light may be obtained. If they are 


chocks, f inch thick, are fitted under auxiliaries, having large, 
flat bases; other auxiliaries should be bolted direct to the 
seat, and if thin chocks are needed these should be of steel. 
The seats should be so arranged, if possible, that the holding- 
down bolts pass through the top angles as well as the top 
plate. ; : 

The arrangement and size of the engineer’s store room 
vary with the size and class of ship and the duration of 
voyage. It should be placed, if possible, about the floor level, 
and be well ventilated. If placed where, to reach it, ladders 
and gratings are required, these should be made wide, easy and 
strong, so that a man may carry heavy articles up or down 
without danger. An arrangement for an ocean-going steamer 
is shown in Fig. 13. Oil tanks are put in any convenient place 
about the engine room, usually on a side stringer, if at a 
suitable height. If the main engine cast iron columns are 
fitted as engine oil tanks, only small tanks will be required for 
the special oils, and these could be placed in the store. Round 
tanks are cheaper, but take up more space than those of 
rectangular section. The large tanks can be filled from deck 
with a portable leather hose, but permanent wrought iron 
piping can be arranged very simply, and is to be preferred. 

The engine-room entrance ladders should be not less than 
18 inches wide, with cast iron steps, and should have an easy 
slope. The top grating, in way of the cylinders, ought to be 
strong enough to bear a considerable weight, so that when 
overhauling, material may be safely laid there. All engine- 
room ladders should have cast iron steps, and, if possible, all 
gratings should have flat-topped spars. 

In arranging floor plates, steps and inclines are to be 
avoided in the main passages, and plates ought not to be too 


482 


International. Marine Engineering 


DECEMBER, 1909. 


Small. plates imply more 
supports than large plates, but that is an advantage, as they 
are sometimes subjected to heavier burdens than they were 
expected to bear. 

Intricate floor work around auxiliaries is not required, 
ready access to the fittings is the main end; but hand-rails, in 
way of the smaller auxiliaries, are sometimes an advantage, 
and give the engine room a better finished appearance. 


large for one man to lift easily. 


THE NEW STEAMSHIP WILHELMINA. 


The new steel steamship Wilhelmina, now building at the 
yards of the Newport News Shipbuilding & Dry Dock Com- 
pany, Newport News, Va., for the Matson Navigation Com- 
pany, of San Francisco, is intended for freight and passenger 
service between San Francisco and the Hawaiian Islands. She 
is of the following principal dimensions: 


Lenin OVer BWocccooccocn00¢ A51 feet. 
Length on waterline.......... 435 feet. 
Bear, moO! 55 c0000000000000 54 feet. 


Depth, molded to upper deck.. 33 feet 6 inches. 


The vessel is of the ocean-going type, with raised forecastle 
and combined bridge and poop, but differs from the general 
type of ocean-going vessels of similar dimensions and power in 
having her propelling machinery located in the after end of the 
vessel. She has the usual type of straight stem and elliptical 
stern, and is schooner-rigged with three steel pole masts. 
There are two complete steel decks in the hull, also an orlop 
deck in the forward hold. The vessel has a complete double 
bottom and a deep tank amidships, arranged to carry fuel oil 
or water ballast in all compartments except those under the 
engines and boilers, which are fitted to carry fresh water for 
boiler feed, etc. The space between the double bottom and 
orlop deck in No. 1 hold is also arranged to carry fuel oil or 
cargo. Above the bridge deck, amidships, are two tiers of steel 
houses, containing accommodations for passengers and the 
captain’s quarters, and above these in a teak house are located 
the wheel-house and deck officers’ quarters. A flying bridge 
is fitted at the level of the top of the upper house. 

As before stated, the propelling machinery is located in the 
stern, the boilers and engine being in separate watertight com- 
partments. The six main boilers are arranged with a fore 
and aft fire-room, all up-takes leading to a common stack. A 
vertical donkey boiler is located on the main deck level at the 
after end of the boiler room. Settling tanks for the fuel oil 
are located on each side of the vessel at the back of the boilers. 
The dynamo room is on the main deck abreast the engine room 
on the starboard side, the refrigerating plant on the port side, 
and the engineer’s workshop at the after end. 


HULL CONSTRUCTION. 


The double bottom is built on the cellular type, with floor 
plates on each frame, a continuous vertical keel and two inter- 
costal longitudinals on each side. The vertical keel is 60 inches 
deep throughout, oil-tight in all oil-carrying spaces and weter- 
tight elsewhere, All frames are cut at the margin plate, th 
latter being normal to the frames. Small expansion trunks, 
extending to the main deck, are fitted to all oil-carrying com. 
partments, and dwarf cofferdams are fitted at all bulkheads 
enclosing oil spaces. Transverse framing is of the angle and 
reverse-bar type, with web frames spaced six spaces apart, and 
with side stringers of plate and angle construction. All deck 
beams are of channel section, supported by two continuous 
girders with wide-spaced cylindrical stanchions. 

The orlop, main and upper decks are complete steel decks, 
the main being flush plated for convenience in trucking freight. 
Partial steel decks are also fitted on the bridge deck and upper 
bridge, these two latter decks also having complete calked 
decks of yellow pine with teak margin. Yellow pine calked 


decks are also laid on the forecastle, on top of all deck houses 
and in all passenger and crew accommodations on the upper 
deck. 

The vessel is sub-divided into compartments by seven water- 
tight bulkheads, all extending to the upper deck. All bulkheads 
in the accommodations aft are steel, as are also the machinery 
casings, which extend from the main deck to a full deck height 
above the bridge deck. 


PASSENGER ACCOMMODATIONS, 


Accommodations for first class passengers are all located 
amidships on the upper deck and in the bridge deck houses, 
there being forty-eight staterooms, with two berths each, and 
three special rooms with brass beds. All first class staterooms 
are fitted with metal berths, mahogany folding lavatories, and 
with a wide, upholstered transom seat which may also be used 
for a berth. Two special rooms on the bridge deck are paneled 
in black walnut, and all other passenger staterooms are paneled 
in pine, the ceiling in all staterooms being also paneled. The 
staterooms in the deck houses are all outside rooms, and those 
under the bridge are arranged generally in sections of four 
rooms each, with access from alcoves. 

The main dining saloon, with a seating capacity for 140 
persons, is located at the forward end of the bridge deck, and 
extends the full width of the vessel. It is paneled in white 
pine, and furnished with mahogany tables and sideboard and 
mahogany dining chairs with leather upholstered seats. 

A large social hall is located at the forward end of the 
house on the bridge deck directly over the dining room. It is 
paneled in mahogany, and all seats are leather upholstered. 
The main stairways between the different decks in the pas- 
senger quarters are mahogany. The first class smoking room, 
located at the after end of the bridge deck house, is paneled 
in mahogany and has a beamed ceiling. A buffet is built in at 
the after end of the room. All upholstery in the smoking 
room is leather. 

The first class toilet rooms are located on the upper deck at 
the after end of the first class quarters. These rooms are 
finished in mahogany, and have mosaic tile on the floors and a 
tiled wainscoting. Three bath-rooms for men and two for 
women are located in the toilet enclosures. In addition there 
are six single bath-rooms, four on the bridge deck and two on 
the upper bridge, access to which is obtained from the open 
deck and from the adjacent staterooms. All bath-rooms have 
tiled floors and tiled wainscoting. 

The captain’s quarters are located in the forward end of the 
upper bridge deck house, and consist of a stateroom and 
office, both paneled in mahogany. Direct access to the wheel 
house above is had by an inside stairway from the captain’s 
office. Rooms for the first and for the second and third officers 
are located back of the wheel house in a deck house built of 
teak. The chief engineer has especially large quarters, con- 
sisting of a stateroom and separate office, finished in oak, and 
located aft of the engine hatch on the bridge deck. Quarters 
and mess rooms for other members of the ship’s complement 
are located abreast of the machinery casings on the upper 
deck and ir the forecastle, 

The space on the upper deck between first class quarte:s and 
the crew’s accommodations is arranged to be used for cargo 
or for steerage passengers, there being portable metal berths 
provided for 108 of the latter. 

The first class galley is located on the upper deck aft of 
the first class staterooms, and extends the full width of the 
vessel. Forward of the galley is the first class pantry, from 
which access is had to the passages leading to the dining room. 
All conveniences in use on modern, high-class vessels are 
fitted, including bake ovens, charcoal broiler, steam vegetable 
cooker, urns, steam table, egg boilers, etc. A “built-in”. re- 
frigerator is located at the forward end of the pantry. The 
ship’s cold-storage rooms and room for stewards’ stores are 


DECEMBER, 1909. International Marine Engineering 


THE WILHELMINA FITTING OUT AT HER BUILDERS’ DOCK. 


located on the main deck just forward of the refrigerating 
plant. 


CARGO ARRANGEMENT. 


The cargo of the vessel will generally be more or less bulky 
in nature, and heavy machinery is also carried at times. To 
suit such conditions large hatches have been fitted and large 
cargo ports have also been provided, four of these being 
fitted on each side between the main and upper decks, and one 
on each side between the upper and bridge deck. All main 
cargo ports are fitted with watertight sliding doors. All cargo 
hatches are so arranged that they may be worked by booms 
attached to tables on the masts. For each of the main hatches 
there are two booms of 8 tons capacity each. There is also 
a 50-ton steel boom located on the after side of the foremast, 
and one 20-ton boom on the after side of the mainmast. An 
8-ton boom is fitted on the forward side of the mizzen mast for 
handling engine-room weights. 

For carrying refrigerated cargo, a cold-storage space of 
10,450 cubic feet capacity is provided on the main deck amid- 
ships. The plant for circulating brine in this space consists of 
two 8-ton ammonia compression machines, supplied by the 
Vulcan Iron Works, of San Francisco. 

The vessel is lighted throughout by electricity. The gen- 
erating plant consists of three units of 5, 15 and 30-kilowatt 
capacity, respectively, all supplied by the General Electric Com- 
pany. Other electrical items consist of a 7!4-horsepower 
Richmond Electric Company motor for operating the workshop 
machinery, and a No. 6 Sturtevant blower for ventilating the 
upper ‘tween deck space in No. 1 and No. 2 holds for the 
carrying of fruit. A 14-inch Rushmore searchlight is located 
on the top of the pilot house. 

For handling the stockless anchors, which are of the Baldt 
type, there is a Hyde windlass, located on the forecastle deck, 
the engine for driving the windlass being located on the deck 
below. The latter engine also drives the capstan, which is 
located on the forecastle deck aft of the windlass. 

The steam winches for handling the cargo consist of eight 
double 7 by 10-inch winches, supplied by Murray Bros., of 
San Francisco. There is also a Hyde double 8-inch by 10-inch 


MAIN ENGINE 


OF THE WILHELMINA. 


484 


International Marine Engineering 


DECEMBER, 1909. 


; 


steam winch, located on the poop deck aft, for warping pur- 
poses. 

The steam steering gear is of the Brown tiller type, supplied 
by the Hyde Windlass Company. It is operated from the pilot 
house by a telemotor, and an auxiliary steering stand is also 
attached directly to the gear. 

Life-saving equipment is provided for 335 people. There are 
nine 28-foot metallic lifeboats and one 20-foot wood yawl, all 
boats being handled by Welin quadrant davits. The vessel is 


triple-expansion engine and six main Scotch boilers. The 
cylinders are 35 inches, 58 inches and two of 69 inches 
diameter, respectively, with a 60-inch stroke, arranged with the 
high-pressure and medium-pressure cylinders in the center and 
the low-pressure cylinders at the ends. A separate liner is 
fitted in the high-pressure cylinder. One piston valve is fitted 
on the high-pressure, two piston valves on the medium-pressure 
cylinder, and each low-pressure cylinder has a double-ported 
balanced slide valve. All yalves are worked by the Stephenson 


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“ MIDSHIP SECTION, S 


equipped with a Nicholson ship log, with the Submarine Signal 
Company’s receiving apparatus, a with wireless telegraphy. 

An‘ engineers’ workshop, located adjacent to the engine , 
room, is fitted with a lathe, drill press and atotelsie carborundum > 
wheels, all power driven. 


PROPELLING MACHINERY. 


The propelling machinery consists of one four-cylinder 


HOWING SCANTLINGS. 


double-bar link motion, with direct-acting steam reversing 
gear; United States metallic packing is fitted to all piston rods 
and valve stems. All pistons are cast iron of box section, fitted 
with deep bull-ring and snap rings. 

The piston rods are steel, all being 734 inches in diameter, 
and secured to the pistons and cross-heads in the usual man- 
ner with taper ends and nuts. The cross-heads are of forged 
steel with double cast iron slippers having white metal faces. 


485 


ing 


ineerin 


International Marine Eng 


“VNIWIAZHTIM ZHI 40 LNANWADNVAAV IVAANAD 


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486 


International Marine Engineering 


DECEMBER, 1909. 


The connecting rods are forged steel, 11 feet 3 inches between 
centers, forked at the upper end to suit the cross-head, with 
gudgeon bearings of composition and crank-end boxes of cast 
steel lined with white metal. The crankshaft is steel, of the 
built-up type, with wrought iron webs. It is 19% inches 
diameter, and is made in two interchangeable sections. The 
sequence of cranks is high-pressure, medium-pressure, for- 
ward low-pressure and aft low-pressure. 

The bed plate is cast iron of box section, made in three 
pieces, and has eight main bearings. The main bearing boxes 
are cast steel lined with white metal, and have wrought iron 
binders. The housings are also made of cast iron of box 
section, and have cross-head guides both front and back. The 
thrust bearing is of the horseshoe type, and the propeller is a 
four-blade sectional one, with manganese bronze blades. The 
surface condenser is independent of the main engine, and is 
made cylindrical with a plate shell. The circulating pump is of 
the centrifugal type, driven by a single-cylinder, direct-acting 
engine, and the main air pump is an independent, vertical twin 
Blake pump. There is also an independent auxilary air pump 
for port use. All pumps are independent of the main engine, 
and were furnished by the Blake & Knowles Steam Pump 
Works. These comprise a vertical twin main air pump, a 
vertical simplex featherweight auxiliary air pump and donkey 
feed, fire and bilge, ballast, sanitary, engine-room bilge, fresh 
water, two evaporator feed and three fuel oil pumps, all hori- 
zontal duplex. A Reilly feed heater and Ross grease extractor 
are fitted; also an evaporating plant consisting of two Reilly 
evaporators having a capacity of 20 tons in twenty-four hours, 
and one Reilly distiller of 2,000 gallons capacity in twenty- 
four hours. 

The six main boilers are each 15 feet 4 inches diameter by 
12 feet long, built for a working pressure of 190 pounds. Each 
boiler has four furnaces, 39 inches diameter, with a separate 
combustion chamber for each furnace and with 364 3-inch 
tubes. The total grate surface is 486 square feet, and the heat- 
ing surface 17,070 square feet. Steam drums are fitted on 
each main boiler. 

The donkey boiler is vertical, 5 feet 6 inches diameter by 
9g feet 6 inches high, with a submerged head, built for 140 
pounds working pressure. The main boilers are arranged to 
burn fuel oil with steam atomization, and the donkey boiler is 
arranged for using both coal and oil. 


CLASSIFICATION. 


The vessel and its equipment, also the propelling machinery, 
are being built under Lloyd’s special survey to Class roo At. 
The vessel will also be rated under the Ocean Mail Subsidy 
Act of March 3, 1891, for which purpose an auxiliary fire main 
has been provided below the waterline, and foundations have 
been fitted for four 6-inch guns. 


Lloyd’s Register of Shipping—Annual Report, 1908-9. 


At the close of the year ended June 30, 1909, 10,424 mer- 
chant vessels, registering over twenty and one-half million 
tons gross, held classes assigned by the committee of Lloyd’s 


Register. The details are as follow: 
BRITISH. FOREIGN. Tora. 
MATERIAL OF De- 
CONSTRUCTION. | script’n| 
| No. | Tonnage. | No. | Tonnage.| No. { Tonnage. 
| = 
Tron and steel.... .. |Steam... 6,095 12,280,467] 2,899) 6,390,392} 8,994] 18,670,859 
Sailer mo U1] 836,109] 710) 1,031,616] 1,221) 1,867,725 
Wood and composite oteam A 197) 27,056 12 3,936 209 30,992 
v Sal | 
Total...........|.......| 6,803) 13,143,632) 3,621) 7,425,944! 10,424! 20,569,576 
| ) 


The serious depression which has existed for so long a 
time in the shipbuilding industry is again reflected in the 
amount of tonnage classed by the society during the year, 
which is considerably below the very high average attained in 
recent years. 


Classes were assigned by the committee to 550 new vessels. 
Their registered gross tonnage amounted to 854,984 tons. 
Of these vessels, 481 of 845,719 tons were steamers, and 69 of 
9,265 tons were sailing ships. 


Of the total, 470,137 tons, or 55 percent, were built for the 
United Kingdom, and 384,847 tons, or 45 percent, for the 
British Colonies and foreign countries. 

The most important fact which calls for mention in the 
work of the society during the past year is the completion of 
the task of revising the society’s rules for the construction of 
steel ships, which occupied the attention of the committee for 
several months. The old rules, originally adopted many 
years ago, had been kept up to date by means of amendments 
and additions made by the committee from time to time, and 
proved sufficiently adaptable to be applied as a standard of 
strength to the various new designs produced by naval 
architects to meet the requirements of modern oversea trade.. 
Of late years, however, the evolution of cargo-carrying ves-_ 
sels has made rapid progress, and the modification of many~ 
types had reached a stage at which it seemed that a general’ 
revision of the society’s rules was desirable. 

Since June, 1908, 44 steamers of upwards of 5,000 tons each 
have received the rooAzr class, and the following vessels, each 
of which exceeds 10,000 tons, have been assigned this classi- 
fication since the issue of the last annual report, viz.: 


NAME OF VESSEL. Tons. Owners. 
(Cheiti@) IMENT oc co onada000 00000 13,426 Toyo Kisen Kaisha. 
QOsterleveepe aioe eee skeen 12,129 
QOfrantone ce Oconee 12,124 
Otwayareepet echoes rriemneteceye 12,077 Orient Steam Nav. Co., Lim. 
QOFSOVAS ERE ele aon lon ene 12,036 
Morente a srecqiSataacnen 10,890 Peninsular & Oriental S. N. Co 
Malwamneertaidas stents 10,887 
Ma ntuatenates Gyiocsvenie ses eee 10,895 


It may be mentioned that during the period under review 
seven steamers, each over 8,000 tons gross, of which the 
turbine steamship Chiyo Maru is the largest, have been built - 
in Japan to class rooAt, and in each case, except that of the 
above-named vessel, the machinery also has been made in 
that country. 


At the present time, in addition to a fifth liner for the 
Orient Company, similar to the four previously mentioned, 
the new Cunard steamship, which is to take the place of the 
Slavonia, is being built to the society’s highest class, as are 
also two new Union-Castle liners, each of 13,000 tons. 


Reference may also be made to some other interesting 
vessels which have recently received, or are being built to, the 
TooATr class, such as the two twin-screw steamers for the 
Canadian Government, the Earl Grey, to be used as an ice- 
breaker and specially fitted up for the passenger and mail 
service between the mainland and Prince Edward Island, and 
the Simcoe, for lake service, and constructed with special ap- 
pliances for lifting light buoys; the Monitoria, built at Sun- 
derland, representing a novel design of construction in the 
form of two corrugations worked in the shell plating of the 
sides, which, it is claimed, will have the effect of diminish- 
ing the resistance of the vessel Further reference may be 
made to the classification by the society of vessels built on 
Mr. Isherwood’s longitudinal system of construction. Up to 
the present, thirteen vessels of this type with a total tonnage - 
of 60,000 tons have been, or are intended to be, classed in | 
the register book. 


DECEMBER, 1900. 


International Marine Engineering 


486—A 


UPBUILDING THE AMERICAN MERCHANT MARINE, 


To-day the American merchant marine engaged in foreign 
trade is practically extinct. We have but five steamships regu- 
larly crossing the Atlantic to Europe and only six regularly 
crossing the Pacific. We have no steamships under the Ameri- 
can flag on routes to South America below the Isthmus and 
the Caribbean Sea, and none to Australia or to Africa. The 
tonnage of American ships engaged in foreign trade is to-day 
less than it was one hundred years ago. In 1810 approximately 
90 percent of our exports and imports were carried in Ameri- 
can ships, whereas to-day we are carrying less than Io percent, 
and how much more the carrying of this trade means to-day 
than it did a century ago every one who is conversant with the 
great industrial and commercial growth of this country knows. 
It is sufficient to note that between $200,000,000 and $300,000,- 
000 are paid annually to foreign steamship companies for this 
service. 


THE CAUSE FOR THE DECLINE OF AMERICAN SHIPPPING. 


The reason for the decline of American shipping in foreign 
trade is perfectly obvious. There is nothing mysterious or 
inexplicable about it. It is the natural result of lack of 
protection by the Federal government. The industry of car- 
rying goods on the high seas is the one unprotected Ameri- 
can industry. 

Due to our system of protective tariffs, which has affected 
the cost of nearly everything that enters into the construction 
of a ship, including shipyard tools and machinery, workmen’s 
wages, and, until recently, most of the materials, the total cost 
of an American-built ship anywhere from 50 to Ico percent 
greater than that of a foreign-built ship, precluding the thought 
of free competition in the foreign carrying trade. 

When it comes to the operation of the ships, it is found 
that in accordance with our navigation laws American sea- 
men must be paid wages ranging from 50 to 100 percent 
higher than those for foreign seamen, and that their standard 
of living must be such that the cost is approximately double 
that for a foreign ship. 

Due, then, to high cost of construction and operation, the 
American ship without government aid of any kind has 
naturally disappeared from the high seas. 

This condition of affairs is now becoming generally recog- 
nized throughout the country as one which is detrimental to 
the best interests of the nation, and one which should be 
rectified if there is a possible way to do it. In spite of the 
growing sentiment in favor of upbuilding the American mer- 
chant marine there are, however, some who still consider that 
this step is entirely unnecessary. 

The up-building of the American merchant marine is justi- 
fied by two very strong and convincing reasons. ‘The first is 
that it would aid the commercial growth of the country by 
bringing merchants and manufacturers into closer touch with 
foreign markets, enabling them to take a progressive stand in 
export trade; and the second is that it is necessary to provide 
an adequate reserve fotce of auxiliary ships and men for our 
navy. 

THE MERCHANT MARINE AS AN AID TO COMMERCE. 

As to the first reason, it is true the exports and imports of 
this country are now enormous, and increasing rapidly each 
year, in spite of the fact that we are dependent upon foreign 
steamship lines for the carrying of about 90 percent of our 
goods. It is also true that this work is being done cheaply; but 
here any advantage in the present system ends. Carrying our 
commerce in American-built ships, officered and manned by 
American citizens, and sailed under the American flag, would 
not only widen old markets but would enable Americans to 
open up new markets for themselves instead of being obliged 
to follow the lead of their competitors. 


The foreign trade of South America is increasing at the 
rate of $100,000,000 a year. China is awakening, and a few 
years will undoubtedly bring about an immense growth in her 
foreign trade. Japan’s commercial activity is well known. In 
all this growth of trade and commerce the United States, on 
account of her vast resources and great industrial enterprise, 
has an opportunity for acquiring power, greatness and pros- 
perity beyond the possibilities of any other nation. To expect 
to accomplish this, however, while dependent upon foreigners 
for the transportation and delivery of our products, is as 
absurd as to expect one merchant to out-distance a rival to 
whom he entrusts the important task of delivering his goods. 
This is precisely what we are doing at the present time, and 
the overwhelming disadvantages of such a policy are clearly 
apparent in the difficulties which our merchants and manufac- 
turers encounter in entering the South American trade and 
staying there in competition with the direct and efficient mail 
and freight steamship lines which other nations maintain to 
that country. Every ship is a missionary of trade, and steam- 
ship lines mean as much to the development of the countries to 
which they belong as railroads do to their terminals. 


IMPORTANCE OF THE MERCHANT MARINE TO THE NAVY. 


The second important reason for upbuilding our merchant 
marine is the urgent necessity of providing an adequate supply 
of auxiliary ships for our large and otherwise well-equipped 
navy, and of forming a strong nayal reserve from which re- 
cruits can be drawn for our warships in time of war. The 
present lack of such resource places us in a position that is at 
once humiliating and serious. Only recently we have had this 
fact impressed upon us in a vivid manner by the noteworthy 
voyage of our splendid fleet of sixteen battleships around the 
world, when they were attended by a heterogeneous fleet of 
foreign merchant vessels acting as colliers and supply ships. 
In time of war it might be extremely difficult to buy from 
foreign nations a sufficient number of such vessels to ade- 
quately support our navy, and this resort, even if possible, 
would probably prove extremely expensive. 

No less important than the need of American merchant ves- 
sels suitable for scouts, colliers, and transports in time of war, 
is the need of a large and efficient naval reserve with which 
to man the fleet if occasion required. This feature of naval 
strength is one which is given great attention by other na- 
tions which have first-class navies, and it is a constant source 
of wonder and surprise to such nations that this prime neces- 
sity is neglected by the United States. 


PROPOSED LEGISLATION, 


Recent attempts to enact suitable legislation to upbuild our 
merchant marine, to promote our rapidly-increasing commerce 
with foreign nations, and to provide an adequate naval reserve 
for our navy, have been meeting with increasing measures of 
success. Only last year an act providing for increased mail 
subsidies to ships of 16 and 14 knots running to South 
America, the Philippines, China, Japan and Australia, passed 
the Senate by a unanimous vote, and was defeated in the 
House by the small margin of only three votes. Congress 
convenes again this month, and two bills have already been 
introduced into the House; one known as the Greene bill and 
the other as the Humphrey bill. 

The Greene bill is a direct subsidy measure providing for 
the payment on each entry of a vessel of the United States 
not exceeding sixteen entries in any consecutive twelve months 
at the rate of $1 per 100 gross tons for each 100 nautical miles 
sailing outward and homeward bound, and also providing that 
owners, after receiving this compensation, are to go bond that 
they will within two years next after giving of such contract 
«1 good faith for the building in the United States of a new 


486—B 


vessel or vessels of an aggregate gross tonnage at least equal 
to 25 percent of the tonnage then existing on which compensa- 
tion is claimed. 

The Humphrey bill, on the other hand, is a mail subsidy 
measure, authorizing the Postmaster-General to pay for ocean 
mail service, under the act of March 3, 1891, in vessels of the 
second class, on routes of 4,000 miles in length outward voy- 
age to South America, the Philippines, Japan, China and Aus- 
tralia, the rate per mile not exceeding the rate applicable to 
vessels of the first class, as provided in said act, and in vessels 
of the third class on said routes at a rate per mile not ex- 
ceeding the rate applicable to vessels of the second class in 
said act, provided that the total expenditure for foreign mail 
service in any one year shall not exceed the estimated revenue 
therefrom for that year; sea-going steel steamers of 5,000 
gross tons or over to engage only in trade with foreign 
countries or the Philippines, and wholly owned by citizens of 
the United States, may be built anywhere and registered, ac- 
cording to this act; but unless such ships are built in the 
United States they shall not be entitled to mail compensation 
as provided in this act. 

It will be seen that the two foregoing measures are essen- 
tially subsidy measures, and since subsidy, either direct or in 
the form of mail compensation, has been the principal means 
proposed for the rehabilitation or our merchant marine, it 
becomes necessary to investigate to what extent and with what 
success subsidy is employed by other nations, and to deter- 
mine, as far as possible, how well this means will accomplish 
the desired end in our own case, and, finally, to weigh carefully 
the possibilities of other methods which might be available. 


AS TO SUBSIDIES. 


First, as to the extent to which foreign nations are em- 
ploying subsidies, the following abstract from the annual re- 
port of the Commissioner of Navigation for the fiscal year 
ending June 30, 1909, shows that eighteen foreign nations are 
paying annually the sum of $46,896,700 for mail subsidies, Ad- 
miralty subventions and navigation bounties as follows: 


IRENA SAH OGOR An ocoboedhinn cotods $13,423,737 
Great Britain and Colonies.......... 9,689,384 
Jia pana itan rac acceuarctecs, rerditins aoe rere 5,413,700 
Titall yoo Wescotcans eiatie scrcteranarroee rons Racks 3,872,017 
Shoe biaeetn PetGaatid Seana moomoo Ona 3,150,012 
INGQUMOARTHGOEGAAY coococadco0000000000 2,984,530 
Germanys Massey claiente tourette aneieererae revere 2,301,029 
RUSSIA’ h crapeees Groh ory Ceresierae chasse nae 1,878,328 
INO TWialy? te Ae one eee aR EASE: 1,102,143 
INetherlan dst fates os ce COE er 880,011 
y SWed Ent peinnte biti ice aera eae 277,752 
Denmark) n..2 joke ee ee eee 145,000 
Beloiume seein a ee eee 55,970 
Portugal) passive eee Ee 50,000 
Chile} 4 c.cehyle al sonar tera ate eee Pe 253,195 
MEXICO) i aeajeeerse nia eisl Sere matte cece 75,000 
Lea, AEE meet hon AY AU nO cicada ooo ee 54,512 
Braziltt, bacco eee ee eee Eee 1,300,000 


Also, that during 1908 the United States paid for the car- 
riage of our ocean mails in American steamers $1,467,255, and 
to foreign steamers $1,228,032. 

The foregoing figures are sufficient to show that the prac- 
tice of subsidizing lines is practically universal with all mari- 
time countries. In fact, as one writer has aptly expressed it, 
“Subsidy to shipping in some form or degree, either in the 
form of payments to regular mail lines, or to all ocean-going 
ships, is now as fixed a practice as is the use of the gold 
standard among progressive nations.” China and the United 
States alone hold aloof from this policy, with the natural re- 
sult that neither China nor the United States has a merchant 
marine engaged in foreign trade that is worth the name. 


International Marine Engineering 


DECEMBER, 1909 


Whether or not subsidies are effectual in building up a 
merchant marine, the reader may judge from the fact that since 
1890 British tonnage has doubled, German tonnage has 
trebled, and Japanese tonnage has increased tenfold. It is 
true that subsidies, as usually granted in the form of compen- 
sation for carrying the mails or as Admiralty subventions, 
benefit directly only the principal mail and passenger steamship 
lines, but indirectly a stimulus is given to the shipping of all 
kinds. 

It is not, however, due to any doubt that subsidies will fail 
to build up the merchant marine in a substantial manner that 
this method is so stubbornly opposed. The chief objection is 
the time-worn argument that it is taxing the entire people 
for the benefit of a few. Why this should be such a serious 
objection in the case of ship subsidy we fail to see, since the 
same thing is being done on a far greater scale with the im- 
provement of our:rivers and harbors and with our land re- 
clamation projects. As a matter of fact, from the point of 
view of promoting commerce with foreign nations, ship sub- 
sidies would benefit a greater number of people than either 
of these other undertakings; while from the point of view of 
furnishing our navy with an adequate reserve force of men 
and ships, the cost in the form of taxation should be con- 
sidered no more seriously than is the cost of the navy itself. 


OTHER REMEDIES AVAILABLE, 


Two other methods for upbuilding the merchant marine 
have been proposed and defended with considerable vigor, 
one of which is the free-ship-policy. The adherents of this 
policy maintain that if we were free to build our ships in 
foreign yards, where the cost of construction is so very much 
less, we would have no trouble in operating them at a profit. 

No greater fallacy than this could be put forward. Ameri- 
can capitalists who are now interested in steamship lines 
operated under foreign flags state that if American registry 
should be granted their foreign-built ships, they could not 
afford to take advantage of it, since they are able by maintain- 
ing their foreign registry to operate the ships at a lower cost, 
and also to take advantage of whatever subsidies the nations 
under whose flag the ships sail are willing to offer. If any 
further argument is needed to explode the free-ship theory, it 
is simply necessary to point to the experience which other 
nations have had with this policy. It has been given a thor- 
ough trial by such important maritime nations as Germany, 
France and Japan, and in each of these cases it proved a dis- 
mal failure, the total tonnage increasing very slightly and no 
stimulous to shipping in general being apparent. Each of 
these nations has unhesitatingly abandoned this policy for the 
more effective method of subsidizing. 

The third method proposed is one which has already been 
tried in this country with excellent results, The very first act 
passed by the first Congress of the United States in 1789 pro- 
vided thorough protection for American shipping by dis- 
criminating duties and tonnage taxes in both the direct and 
indirect trade. Under the stimulous of this protection our 
merchant marine grew until it outclassed that of any other 
nation, Over 90 percent of our foreign commerce being carried 
in American ships. The chief objection to this method to-day, 
however, is the fact that we have some forty trade treaties with 
foreign nations, which prohibit any action of this kind. These 
treaties, our statesmen tell us, are so binding as to preclude the 
possibility of using this method. 


The Shipping League of Baltimore. 

Formal organization of the “Shipping League of Balti- 
more,” which was instituted at a dinner given by Mr. Bernard 
N. Baker at the Maryland Club, October 13, was effected the 
following day at a meeting of the executive committee in the 


DECEMBER, 1909. 


Equitable Building, where the league will maintain its own 
regular offices. 

Composing the committee are: Mr. Baker, former presi- 
dent of the Atlantic Transport Company and Baltimore Trust 
Company, and president of the league; vice-president, Robt. 
Ramsay, grain exporter; T. H. Bowles, president of Balti- 
more Trust Company; Norman James, lumber exporter; 
Waldo Newcomer, president National Exchange Bank; B. 
H. Griswold, Jr, of Alex Brown & Sons, and Lynn R. 
Meekins, 

At first adopting a “declaration of principles,” the com- 
mittee authorized Messrs. Baker and Ramsey to draw up a 
plan of organization and defining the requirements of mem- 
bership. Besides the sum of $15,000 subscribed at Mr. 
Baker’s dinner, $5,000 additional has been subscribed, thus 
giving the league all the funds it needs for the present. 

Briefly stated, the league will take a foremost position in 
whatever is done to build up American shipping, with the sup- 
port of the administration at Washington. The main thing 
is to arouse every member of Congress in the South to the 
importance of developing the ports of the South. 


PRESIDENT TAFT’S VIEWS ON THE 
MERCHANT MARINE. 


President Taft’s views on the upbuilding of the American 
merchant marine were clearly and forcefully expressed in a 
speech at Seattle on Oct. 1, an abstract of which is given 
below: 

“We maintain a protective tariff to encourage our manufac- 
turing, farming and mining industries at home and within our 
jurisdiction, but when we enter into competition upon the high 
seas in trade between international ports our jurisdiction to 
control that trade, so far as the vessels of other nations are 
concerned, of course, ceases, and the question which we have 
to meet is how, with the greater wages that we pay, with the 
more stringent laws that we enact for the protection of our 
sailors, and with the protective system making a difference in 
the price between the necessaries to be used in the maintenance 
of a merchant marine, we shall enable that merchant marine 
to compete with the marine of the rest of the world. 

“This is not the only question, for it will be found upon an 
examination of the methods pursued in other countries ‘in re- 
spect to their merchant marine, that there is now extended by 
way of subsidies by the various governments to their respec- 
tive ships upward of $35,000,000, and this offers another means 
by which in the competition the United States ship is driven 
out of business, and finds itself utterly unable to bid against 
its foreign competitors. Not only this, but so inadequate is 
the American merchant marine to-day that in seeking auxiliary 
ships with which to make our navy of offense or defense, or 
indeed in sending around the world a fleet, we have to call 
on vessels sailing under a foreign flag to carry the coal and to 
supply the other needs of such a journey. 

“Were we compelled to go into a war to-day our By eet a 
marine lacks altogether a sufficient tonnage of auxiliary un- 
armed ships absolutely necessary to the proper operation of 
the navy, and were war to come on we should have to pur- 
chase such vessels from foreign countries, and this might, 
under the laws governing neutrals, be most difficult. 

“The trade between the Eastern ports of the Tnited States 
and South America is a most valuable trade, and now equals 
something like $250,000,c00; but European nations, appreciat- 
ing the growing character of this trade, have by subsidies and 
other means of encouragement so increased the sailings of 
large and well-equipped vessels from Europe to the ports of 
South America as visibly to affect the proportion of trade 


International Marine Engineering 


486—C 


which is coming to the United States by the very limited ser- 
vice of a direct character between New York and South 
American ports. 

“I need not tell you of the inadequacy of the American 
shipping marine on the Pacific Coast and the growing power 
for commercial purposes in this regard of the Empire of 
Japan. Japan is one of the most active and generous countries 
in the matter of subsidies to its merchant marine that we have, 
and the effect is only too visible in an examination of the 
statistics. 

“For this reason it seems to me that there is no subject to 
which Congress can better devote its attention in the coming 
session than the passage of a bill which shall encourage our 
merchant marine in such a way as to establish American lines 
directly between New York and Eastern ports and South 
American ports, and between our Pacific Coast ports and the 
Orient and the Philippines. 

“We earn a profit from our foreign mails of from $6,000,000 
to $8,000,000 a year. The application of that amount would be 
quite sufficient to put on a satisfactory basis two or three 
Oriental lines and several lines from the East to South 
America. Of course we are familiar with the argument that 
this would be contributing to private companies out of the 
Treasury of the United States, but we are thus contributing 
in various ways on similar principles in effect both by our 
protective tariff law, by our river and harbor bills and by our 
reclamation service. We are not putting money in the pockets 
of shipowners, but we are giving them money with which they 
can compete for a reasonable profit only with the merchant 
marine of the world. 

“From my observation I think the country is ready now to 
try such a law and to witness its effect ina comparatively small 
way upon the foreign trade of the United States. If it is suc- 
cessful, experience will show how the policy can best be ex- 
panded and enlarged, and the American commercial flag be 
made to wave upon the seas as it did before our Civil War. 
It is true that our foreign trade is great and increasing, and 
this without the merchant marine, but it is also true that the 
ownership of a merchant marine greatly enhances the oppor- 
tunities for extending trade for wae merchants of the country 
having such a merchant marine,’ 


“AMERICAN SHIPS AND THE WAY TO GET 
THEM.” 


One of the ablest expositions of the views of the adherents 
of the ship subsidy policy for the upbuilding of the American 
merchant marine appeared under the above title in the October 
Soe of the Atlantic Monthly, from the pen of Winthrop 

. Marvin, formerly secretary of the Merchant Marine Com- 
mission. 

Regarding previous protective measures for American 
shipping, Mr. Marvin says: 

“The first Federal Government in 1789: had found the 
American merchant marine almost as shrunken and dead as it 
is now—a mere skeleton of 123,000 tons, capable of carrying 
only a fraction of our commerce, which was conveyed as now 
largely by British shipping. But the statesmen of 1789, in their 
very first tariff act, ‘for the protection and encouragement of 
manufactures,’ embodied stalwart protection for American 
ships and sailors through the form of discriminating tonnage 
and customs taxes, which compelled American merchants to 
employ the ocean carriers of their own country—and the law 
required that these ocean carriers should be built in the 
United States. 

“This bold protective measure, which Washington and Madi- 
son joined in framing and enforcing, proved so successful that 
by 1800 our registered merchant fleet had expanded to a 


4860—D 


tonnage of 667,000, carrying 89 percent of our imports and 
exports, and by 1810 to a tonnage of 981,000, carrying 91 
percent of our imports and exports. These policies of ship 
protection, though modified here and there in the years that 
followed, were not entirely withdrawn against Great Britain, 
our chief competitor, until 1849, and by that time they were 
reinforced by a generous system of mail subsidies, which 
rapidly developed steamship-building and engine-building in 
the United States, and gave to our ocean steam fleet a growth 
in quantity and quality far superior to that of the United King- 
dom. These early American mail subsidies, by the way—it 
is worth recalling now—had been granted by Democratic Con- 
gresses, on the recommendation of Southern Democratic 
Presidents. They created several American steam lines to 
Europe, with which the feebler and slower British subsidized 
ships could not compete, and other lines to the West Indies 
and in the Pacific Ocean. 

“The American merchant marine, as it stood at the height 
of its strength in 1855, when 583,000 tons of shipping were 
launched in the United States, was the result of a system of 
national protection deliberately initiated in 1789 by the 
founders of the Federal Government. Even through these 
periods, when low-tariff or anti-protection theories had pre- 
vailed in Congress and the country, the merchant marine was 
sedulously fostered by discriminating duties, and later by 
subsidies to mail lines, while all the time direct bounties were 
paid to the vessels and men of the deep-sea fisheries— the 
nursery of the navy. There was small protection then for 
pig iron and cotton cloth, but much protection for ships and, 
therefore, for shipbuilding. This maritime interest up to 1855 
was unquestionably the most progressive, efficient and pros- 
perous interest in America. 

“The American merchant marine had prospered and grown 
amazingly under national protection, and it began to shrink 
as soon as that protection was withdrawn. 

“Ryery Republican President since Grant has earnestly rec- 
ommended the upbuilding of the merchant marine, through 
the form either of mail subsidies to regular lines or of sub- 
sidies to the whole body of our ocean shipping. McKinley 
and Roosevelt were especially insistent on a subsidy policy, and 
under the administration of President Harrison something was 
actually done—the enactment of an ocean-mail law which has 
stood to the present time, and has created the one American 
steamship line to Europe and excellent lines to the West 
Indies, Mexico and near ports of South America. But this 
legislation of 1891 was not liberal enough to sustain steamship 
lines to the farther and principal South American countries 
and across the Pacific Ocean.” 

Mr. Marvin outlines the present situation as follows: 

“Here, in a nutshell, is the problem of the American mer- 
chant marine. We have established a protective system, and 
we have left out of that system the industry of the ocean ship- 
owner. We have thereby killed that industry, exactly as we 
would have killed the manufacture of cotton goods or woolen 
goods if we had left that industry alone out of the protective 
system. The manufacturer could not buy his labor and ma- 
terials in a protected market, and yet sell his product under 
terms of free-trade competition with all the world. The ship- 
owner has not been able to buy his labor and materials in a 
protected market—it is only of recent years that materials have 
been free—and yet sell his product, which in this case is the 
service of his ship, under terms of free-trade competition with 
all the world; or, worse, under terms of free-trade compe- 
tition, frequently aggravated by the bounties or subsidies of 
other governments. 

“On all of the important routes of the world’s commerce, 
the dominating factors in transportation at the present time 
are the great national mail-subsidized lines of foreign gov- 
ernments.” : 


International Marine Engineering 


DECEMBER, 1909. 


Regarding the relative efficacy of the “free ship” policy 
and the ship subsidy policy, Mr. Marvin has this to say: 

“Tt is simply paltering with a great and vital national ques- 
tion to plead that a ‘free ship’ policy—that is, the purchase of 
American ships in British yards—would of itself enable 
American ship owners to meet the conditions with which they 
ate confronted in the Pacific and Atlantic Oceans. 

“Germany in the beginning tried the ‘free ship’ expedient 
alone, having no shipyards in which either merchant craft or 
men-of-war of large size could be constructed. The experi- 
ment was a complete and acknowledged failure, the German 
mercantile tonnage, increasing only from 1,098,000 in 1873 to 
1,243,000 in 1881. Then Bismarck appealed to the Reichstag 
for a positive and liberal policy of State aid through mail sub- 
sidies, preferential railroad rates, and other potent forms of 
Now the real growth of the Ger- 
man merchant marine began, and the tonnage of the Empire 
rose to 2,650,000 in 1900, and to 4,232,000 in 1908. 

“The experience of France was similar. After a long and 
patient trial of ‘free ships, the French people found them- 
selves in 1881 with actually a feebler ocean fleet (914,000 tons) 
than they had possessed in 1870 (1,072,000 tons). In sheer 
desperation at the utter failure of the ‘free ship’ experiment, 
the French government resorted to subsidy and bounty on an 
extensive scale. The records of the Bureau Veritas show that 
the French mercantile marine, which was 914,000 tons in 
1881 has actually doubled to 1,952,000 tons in r908—the later 
increase consisting chiefly of steamships of high character. 

“But perhaps the most striking recent example of the suc- 
cess of State aid in the creation of an ocean shipping is the 
experience of Japan. There, too, the first reliance was placed 
on a ‘free-ship’ policy, and there, as elsewhere, while de- 
pended on alone, this ignominiously failed. In the war with 
China in 1894, Japan found herself with only about 200,000 
tons of ocean vessels, and with almost no facilities for re- 
pairing, not to say building, them. The Japanese statesmen 
thereupon launched out upon the most generous and compre- 
hensive system of subsidy and bounty, encouraging both 
‘ramp’ ships ‘and regular lines, and developing native ship- 
yards by the expedient of granting a bonus for every ton of 
ocean shipping constructed. In ten years the Japanese mer- 
chant marine had grown from the 200,000 tons of 1894 to 
830,000 tons. The total for 1908 is 1,243,000 tons, and’ the 
Japanese payments for subsidy and bounty, exclusively to 
Japanese ships, are not far from $6,000,000 a year. 

“China and the United States are the only important gov- 
ernments which have held aloof from the modern policy of 
direct and liberal national aid to the merchant marine. Sub- 
sidy to shipping in some form or degree—in the form of pay- 
ments either to regular mail lines or to all ocean ships—is now 
as fixed a practice as is the use of the gold standard among 
progressive nations. 

“This does not mean that the policy of ‘free ships’ is totally 
discredited and abandoned: it is simply condemned as in- 
sufficient in itself without some form of direct protection and 
encouragement to native shipbuilding and to navigation. As 
a rule, the governments which grant subsidy or bounty also 
allow their people to purchase foreign-built ships, but such 
ships are usually excluded from the benefit of a part or all of 
the subsidies, and especially is it required that the faster 
steamships, the auxiliary cruisers, of the national mail! lines 
shall be of native construction. This, as has been said, is the 
policy of Germany, and in British mail contracts like that of 
the Cunard line it is stipulated that the subsidized ships shall 
be ‘built in the United Kingdom.’ Unless it be China, or per- 
haps Russia, no nation now adheres to an absolutely unre- 
stricted ‘free-ship’ policy, with no thought of native ship- 
building.” 


imperial encouragement. 


DECEMBER, 1909. 


International Marine Engineering 


487 


PRACTICAL EXPERIENCES OF MARINE ENGINEERS.,* 


Incidents Relating to the Design, Care and Handling of Marine Engines, Boilers and Auxiliaries; 
Breakdowns at Sea and Repairs as Told by our Readers. 


Repairing a Broken Crankshaft at Sea. 


The breakdown occurred on board a foreign-owned pas- 
senger and cargo vessel in which the writer was serving. The 
ship was an old one, haying been built in the early sixties, 
with exceptionally heavy scantling. It was driven by com- 
pound engines, supplied with steam at a working pressure of 
60 pounds per square inch. The shafting was about twenty- 
five years old, but showed no outward sign of deterioration, 
and the first indication of anything being wrong was the dis- 
covery by the engineer on watch of a fore-and-aft movement 
on the tunnel shaft, and up to the after main bearing. The 
forward end of the crankshaft was running perfectly true, 


Fig.4 


Fig.3 
and there was no undue heating of any part of the engines. 
A light, fair breeze was blowing, with a short and choppy 
following sea, causing a slight, easy racing of the engines. 

Immediately the discovery was made the engines were 
slowed down. and an examination hurriedly made. The in- 
spection showed that the low-pressure crank pin was broken. 
The engines were then stopped, the captain advised, and the 
crankshaft dismantled. After dismantling, the fracture of the 
crank pin was found to be at a point close to the bottom of 
the fillet, and extending almost half way round, taking 
afterwards a diagonal course across the pin and out towards 
the center, as shown in Figs. 1 and 2. 

The loose particles of the metal were cleaned off, the parts 
brought together in position, faired, and firmly secured in 
place by fitting a band around the pin, the band being drawn 
firmly together with bolts and nuts. Wedges were driven in 
between the webs and the engine seating, to enable a hole to 
be drilled through the webs and the center of the crank pin. 
The only material available for making a bolt suitable was a 
tie rod 2 inches in diameter, taken from the deck fittings. 
Drills were forged from a steel bar to Suit this size, and 
drilling operations commenced. When the hole was drilled 
through the 32 inches of metal, it was not 1/16 inch out. One 
end of the hole was countersunk to receive the head of the 


* We pay for these articles. 


bolt, and the other end was recessed to receive the nut, as 
shown in Fig. 3. The bolt with a countersunk head and 
1¥%-inch screw, this being the largest-sized die on board, was 
then fitted and tightened up without putting any undue strain 
on it. The crankshaft was then coupled up, the engine started 
at a slow speed, which was gradually increased up to forty- 
two revolutions per minute, and at this speed the ship made 
her port two and a half days later, and only 4o hours late. 

It will be observed that the end of the fracture, acting as 
a clutch, assisted considerably in reducing the shearing strain 
on the bolt, and also saved a good deal of labor. If the 
break had been a through one, more than one bolt would 
have been required, as, with the drilling appliances avail- 
able, a larger diameter of bolt could not have been fitted. 

On arrival in port it was decided to repair the shaft rather 
than wait for a new one, which would have involved con- 
siderable delay. The broken pin was cut away and eye-ways 
bored out in the webs to receive the new pin. A new pin was 
made, 12 inches in diameter, the eyes being turned out to this 
size 2 inches deep, and then reduced to 7 inches in diameter 
on the forward web, and 8 inches diameter on the after web, 
with a countersink on each, as shown in Fig. 4. The new 
pin was carefully finished off and shrunk into place. The ends 
were riveted over, following up the countersinks, and to pre- 
vent any possibility of the pin moving, two 114-inch tapping 
holes were drilled, half in the pin and half in the web, tapped, 
and pins fitted into them and riveted over. 

With the crankshaft so repaired the ship made two and 
a half voyages, covering a distance of about 20,000 miles, and 
during that time the shaft gave no trouble. It was then re- 
placed by a new one, the repaired shaft being retained as 
spare. James Bett, R. N. R. 


The Emergency Man. 


A small government steamer in the service of the National 
Board of Health was at one time 65 miles from her station 
on an important mission in connection with yellow fever. 
This vessel did not require licensed officers, but the rule was 


to employ them when licensed men could be obtained who 


cared to take the risk. On this occasion the master of the 
vessel was only nineteen years old, but he found a way to 
get his boat back to her station, where repairs could be made, 
after a licensed engineer had failed completely, giving up the 
job in disgust and stating that they would have to go some- 
where for assistance with a small boat or else wait for some 
passing craft to pick them up. 

The trouble was with the check valves in the feed line, 
which failed to function, cutting off the supply of water to 
the boiler. Of course, as soon as the trouble had been dis- 
covered, the fires had been drawn and the boat anchored. 

The nineteen-year old captain then proceeded to use his 
ingenuity by making blank flanges in place of the feed-water 
connection. He then proceeded to fill the boiler with buckets 
through the safety valve, and after this was done started 
the fires again. It was found that the boat could make from 
15 to 20 miles on every boiler full of water, according to the 
state of the tide, or on every tack, as a sailor would say. 
By continuing this performance the youthful captain was able 
to get his boat back to her station. VERITAS. 


488 


Raising a Sunken Tug. 


The photograph shows a tug which sank in about 14 feet of 
water at her dock. She was raised by placing three steel 
wire hawsers under the boat and taking the ends to pitch 
pine timbers, which were placed across and supported one end 
on the wharf and the other end on a Jargeyscow which had 
been filled with water. Hydraulic jacks were then placed 
under the ends of the timbers at the wharf and pumped up 
while the scow was being pumped out. By this means the 
tug was raised until her rail was level with the water. A 


ARRANGEMENT OF TIMBERS FOR RAISING A TUG. 


centrifugal pump with an 8-inch suction was then let down 
through the deck into the cabin and a fire engine and three 
tug boats pumped the water out of the boat. 

At the first attempt the centrifugal pump was stopped by an 
oil cloth off the mess room table being drawn into the strainer. 
When this was cleared, however, she was pumped out in about 
three-quarters of an hour. 

Before raising her an attempt was made to pump the 
boiler out, a pipe being passed down through the dome be- 
tween the tubes, but since the sea cock on the feed pump had 
been left open the water flowed in through the checks as 
fast as the boiler was pumped out. Jn 18s WY 


Steam and Water Test of a 12=Inch Chime Whistle. 


The following test was undertaken to show the amount of 
water used by a 12-inch steam chime whistle according to the 
pressure in the whistle pipe. The pressure on the gage at 
the time of the test was 70 pounds per square inch. A 3-inch 
Williams valve was fitted to the pipe as a stop valve, this 
being opened at different times three-quarters, one, one and 
one-quarter and two turns and wide open. Indicator cards 
were taken showing the drop of pressure in the steam pipe at 
these different positions of the valve, with the results shown in 
the illustration. The valve stem was threaded where it passed 
through the yoke, with threads having a pitch of 6 to the inch. 
The whistle was allowed to blow 10 seconds each minute. 


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INDICATION CARDS FROM WHISTLE PIPE. 


International Marine Engineering 


DECEMBER, I909. 


The computations made to determine the number of gallons 
of water discharged per hour were as follows: 

The velocity of steam in feet per second was multiplied by 
the length of the blast in seconds per minute, giving the 
lineal feet of steam per minute; and this multiplied by the 
area of the pipe gave the number of cubic inches in 1 minute, 
which, in turn, was reduced to cubic inches per hour. This 
result was then divided by the cubical proportion of the 
water discharged, the result, in turn, being reduced from 
cubic inches to gallons, giving the number of gallons of steam 
and water discharged per hour. : 


Valve open one turn, pressure 38 pounds: 
1,800 X 10 = 18,000 feet per minute. 
18,000 & 7.0686 = 127,234 cubic inches per minute. 
127,234 X 60 
= 48 gallons per hour. 
673-7, X 231 
Valve open one and one-quarter turns, pressure 45 pounds: 
2,000 X 10 = 20,000 feet per minute. 
20,000 7.0686 = 141,372 cubic inches. 
141,373 X 60 
——_—_— = 65 gallons per hour. 
563 X 231 
Valve open two turns, pressure 56 pounds: 
2,200 X 10 = 22,000 feet per minute. 
22,C00 X 7.0686 = 155,320 cubic inches per minute. 
155,320 X 60 
—————_—— = 86 gallons per hour. 
467.9 X 231 
Valve wide open, pressure 64 pounds: 
2,300 X 10 = 23,000 feet per minute. 
23,000 X 7.0686 = 162,577 cubic inches per minute. 
162,577 >< 60 
————___ = 102 gallons per hour. 
412.6 X 231 
INVESTIGATOR. 


Main Engine Repairs Under Way.* 


On Dec. 13, 1908, the Kansas arrived at Colombo, Ceylon, 
where the fleet was scheduled to remain one week. Such rou- 
tine overhauling and examination as was possible was begun 
as soon as the engines were cool; this naturally included the 
removing the bull’s-eyes from the cylinder bonnets, and ‘ex- 
amining and oiling the interiors. The port engine cylinders 
were first opened, and everything was found to be in good 
shape. On the 16th work was begun on the starboard engine, 
and when the high-pressure cylinder was opened a very re- 
markable state of affairs was disclosed. There were seen to 
be two parallel scores, 34 inch deep and 1 inch wide, cut neatly 
in the liner on the forward side, and, in addition, a bad 
shoulder had been worn on the outboard after portion of the 
circumference near the top. Removal of the piston follower 
developed the fact that the packing ring was broken in five 
pieces, one of which was missing. Although searched for in 
the other cylinders and valve chests, no traces of the missing 
piece have ever been found. Probably it has been ground up, 
or else it remains hidden in some: receiver space. 

The place of the missing piece had been taken by the forged 
steel clamp which, as shown in Fig. 1, held the ends of the 
ring together, making the whole equivalent to a solid ring. 
This clamp was very securely held in place by the pieces of 
broken ring and bent and broken springs, and formed a 
splendid planing tool. The fact that the remaining portion of 


* From the Journal of the U. S. Naval Institute. 


DECEMBER, 1900. 


International Marine Engineering 


489 


the ring was unable to move in the piston was probably re- 
sponsible for the shoulder. 

The damage had been done while en route from Manila, as 
all cylinders and rings had been examined prior to leaving that 
port. There was no indication of anything wrong inside the 
cylinder on this run, except an occasional clicking, to which 
little attention was paid, as the metallic packing has frequently 
caused exactly the same sound. The increased coal expendi- 
ture was noticed, but was attributed to the stay in Manila 
Bay, where vessels foul very rapidly. Indeed, on arrival at 
Colombo, the propellers were examined by divers, and found 
to be thickly covered with good-sized barnacles. When these 
were removed it was expected that the coal consumption would 
resume its former ratio to that of the other vessels of the 
Kansas class. But this was before the damage to the S. H. P. 
liner was discovered. 

There were but three days left of the stay in Colombo, and 

repairs of any description were out of the question in that 
time. Remaining behind was just as much out of the ques- 
tion. For almost exactly one year the fleet had remained 
intact, had made its runs on schedule time, and, judging from 
newspaper comment, had won the admiration of the world. To 
confess that one vessel was in such condition as to be unable 
to proceed would be to admit that a fleet of battleships could 
not make a cruise around the world. It was, therefore, es- 
sential that the Kansas leave Colombo on Dec. 20, and that 
she accompany the fleet during the rest of the cruise. Of 
course, running under one engine would allow her to proceed, 
but her maneuvering qualities would be practically nil, and her 
coal consumption would be so enormous as to necessitate her 
putting in at Aden. This would again upset the plans of the 
commander-in-chief, who had reported that the fleet would be 
at the Canal by Jan. 4. ‘ 
- Had it not been for the bad shoulder in the liner, both 
engines could have been run without attempting to stop the 
leakage of steam through the scores, and the coal consumption 
would probably not have been much greater than on the run 
from Manila to Colombo. Had the spare ring been installed 
without removing the shoulder and truing up the liner, it is 
almost certain that the ring would have broken and caused 
additional damage. It was clearly necessary to rebore the 
liner, although unsafe to bore out enough to remove the 
scores, which, as mentioned, were 3£ inch deep, while the 
thickness of the liner wall was 1%4 inches, the working pressure 
being 250 pounds in the high-pressure valve chest. The filling 
of the scores would save steam, and the removing of the 
shoulder would allow a new ring to be fitted without incurring 
risk of breaking it immediately. 

The piston and rod were removed, the liner was lifted out 
of the cylinder and hoisted to the superstructure, and the work 
of compounding the starboard engine was begun. This con- 
sisted in replacing the cylinder bonnet, removing the con- 
necting rod, high-pressure valve, piston and rod, plugging the 
piston-rod hole, and blocking the steam ports with the valve 
rings, which were pressed: out by improvised spiders. This 
was to prevent the high-pressure cylinder from acting as a 
condenser by presenting a large cooling surface to the incom- 
ing steam. The crank pin was carefully wrapped with burlap 
to keep it from being damaged. The cross-head was secured 
in place on its guide. 

The liner could have been swung in the large gap lathe in 
the ship’s workshop, but, unfortunately, the shop door was too 
narrow, and cutting away the bulkhead would consume con- 
siderable time. The commander-in-chief had ordered the 
Panther to afford all possible aid, and accordingly a boring bar 
and motor were borrowed from her. 

On the morning of Dec. 20 the Kansas left Colombo with 
the fleet, and took her regular place in column. She took part 
in all tactical exercises, which were held daily, and no difficulty 


was experienced in handling the starboard engine. The coal 
consumption was increased to some 15 percent above normal, 
and approximated very closely to the consumption on the run 
from Manila, when the engine had been run with the broken 
ring. 

The actual repair work was begun as soon as the vessel 
cleared the breakwater. To carry out the plans it was neces- 
sary to bore out the shoulder, fill in the large scores, enlarge 
the piston and follower, and make a new ring, as the spare 
would be useless after reboring. Various materials suggested 
themselves as suitable for filling in the scores. It was finally 
decided to fit cast iron strips, as the Babbitt metal on board 
might run, and “Smooth-On” would probably crack off and 
ruin all the other cylinder liners. To fit these strips, the sides 
and bottoms of the scores had to be exactly true, and, while 
the clamp in its capacity of planing tool had done a very good 
job, the scores were not absolutely straight. The milling out 


of the scores was successfully done by an ingenious device 
invented by Machinist E. G. Affleck, U. S. N., who had com- 
plete charge of the repairs, and who, by working day and 
night, pushed them to a speedy and successful termination. 

The liner was laid in a horizontal position on the super- 
structure near the engine-room hatch, and that part of the 
ship was roped off so that the mechanics could work without 
interruption. A wooden dam was built to keep the water away 
from the liner and motor while the decks were being washed. 

Splendid weather and a smooth sea favored the undertaking. 
In addition, the Red Sea did not live up to its reputation and 
the men did not suffer from the heat. 

After the scores had been milled, the cast iron strips, made 
from the furnace-door lintels, were accurately fitted, and 
driven in place. They were then drilled, and 3é-inch studs 
were tapped into both the strips and the liner. It is unfor- 
tunate that the strips could not have been each in a single 
piece, but the material available on board demanded that each 
score be filled by inserting three strips end to end. As will be 
seen later, the strips were not entirely successful, and were 
removed. 

The scores being filled, the boring bar was rigged, and three 
cuts were taken, each cut requiring about ten hours. The 
liner, after boring, was 33 inches in diameter, whereas the 
original design called for 32% inches. The tool was set by 
assuming the counterbore to be concentric with the liner, and 
this assumption proved to be justifiable, for careful calipering 


490 


showed that the liner had been bored exactly true, and, when 
afterward set in place in the cylinder, was perfectly in line. 
While the work of boring was going on the piston and rod 
had been centered in the large lathe, and a cut taken from the 
piston and follower. Fig. 2 shows the original arrangement, 
while Fig. 3 illustrates the conditions after the enlargement. 
The intention was to shrink solid cast iron rings on both piston 
and follower, and then to turn the whole to suit the new 
diameter of the liner. A casting of sufficient size to make 
both enlarging rings, as well as a new packing ring, had been 
obtained from stock on the Panther before leaving Colombo. 
The shrinking-on was successfully done, but it was while fin- 
ishing the enlarging rings that a very serious setback was re- 
ceived. One cut was sufficient to disclose the fact that the 


Original Diameter 
a —| —— —— 2°T g8y,!n—— ——-—» 


L 
be = ae 


casting was so badly honeycombed as to render it useless. 
Fortunately, the packing ring, made from the same casting, 
turned out to be sound. It was now necessary to resort to 
some other expedient, and time was getting short, since the 
possibility of bad metal had not been figured into the calcula- 
tions. The engineer’s blacksmith took the only piece of 2-inch 
square steel on board, bent it to a perfect circle of the proper 
diameter, and welded the ends together. As blacksmithing has 
to be done in the fire-rooms, where the foundations for the 
anvil are none too solid, and as all work has to be done by 
hand, this piece of work may well be considered an exceptional 
job of ship’s blacksmithing. These two blacksmiths, T. Lentz 
and J. Mullins, deserved the received special commendation for 
this exhibition of skill. 

Two such rings were needed; the second one was ordered by 
wireless from the Panther, and put aboard the Kansas on 
arrival at Suez. Both rings were shrunk on by the engineer’s 
blacksmiths, and the work of turning them up was begun when 
the ship started through the Canal. 

The fleet arrived at Suez on Jan. 3. The first division, com- 
prising the Connecticut, Vermont, Minnesota and Kansas, pro- 
ceeded through the Canal on the morning of Jan. 4, and tied 
up at Port Said about 1 A. M. Jan. 5. Coaling was begun at 
once, and while in progress hurry orders were received to get 
out at daylight, Jan. 6, in order to reach the vicinity of the 
Messina disaster as soon as possible. This left about twenty- 
eight hours in which to complete all repairs to the starboard 
engine, and it was not possible to begin work on the engine 
itself for four hours, on account of the heat of the metal. 

Turning the ring received from the Panther took a great 
deal more time than it should have, as it was made of the 
hardest kind of steel. Taking one light cut made regrinding 


International Marine Engineering 


DECEMBER, 1909. 


the Armstrong tools necessary, and these were made of the 


highest grade of self-hardening, high-speed steel. 


When the engines were cool, the liner was secured in the 
cylinder, the joint under the flange was made, the connecting 
rod was swung back into place, the cross-head and crank-pin 
brasses were adjusted, the compounding devices were removed, 
the piston and rod were put in place, the high-pressure valve 
was installed and set, the new ring was accurately fitted, and 
the ship got under way at 14-knot speed at 5 A. M., Jan. 6, 
headed for Naples. 

The repairs thus effected were successful, except that on 
arrival at Villefranche (to which port the ship had been di- 
verted while passing through the Straits of Messina) one cast 
iron strip was missing, while another was found to be cracked. 


| 


a 


_— 
=>— 
==) 
== 
= 


il 


\ | 


FIG. 3. 


Accordingly, the remaining strips were removed, the scores 
were dovetailed, and white metal from a spare set of United 
States metallic packitig was poured in hot, and peened and 
scraped in place. On arrival at the Navy Yard, Philadelphia, 
the liner was in splendid condition, and. the places where the 
scores had been filled in could scarcely be seen. 

It is calculated that the rate of coal consumption was prac- 
tically the same coming from Manila to Colombo, with the 
ring broken, as it was from Colombo to the Canal with one 
engine compounded. On the runs from Villefranche to 
Gibraltar, and thence home, the consumption was decreased 15 
percent, resulting in a saving of 230 tons in 4,600 miles. 

Lizur, B. ©: Kausrus, U. S. N. 


The Bureau of Navigation of the Department of Com- 
merce and Labor, Washington, D.. C., reports that ninety-three 
ships, both sail and steam craft, were built and officially num- 
bered in October. Of this number more than one-half were 
constructed for service on the Atlantic and Gulf coasts. Only 
six were steel steamers. The vessels were small, their total 
being only a little over 4,000 gross tons. 


Recent launches of naval vessels in Britain include the 
battleship Neptune, the battle cruiser Indefatigible, and the 
second-class cruisers Gloucester and I ‘verpool. The Neptune 
is an advanced type of Dreadnought, capable of firing all of 
her ten 12-inch guns on either broadside. The Indefatigible 
will be the most powerful cruiser in-the world, with a speed of 
26 knots. The two second-class cruisers are of the Bristol 
class, having a displacement of 5,000 tons and a speed of 25 
knots. 


DECEMBER, 1909. 


SEVENTEENTH ANNUAL MEETING OF THE SOCIETY 
OF NAVAL ARCHITECTS AND MARINE 
ENGINEERS. 


The seventeenth annual meeting of the Society of Naval 
Architects and Marine Engineers was held in the Engineering 
Societies building, New York, Nov. 18 and 19, 1909. During 
the year a special effort was made to increase the membership, 
and, according to the report of the secretary-treasurer, seventy- 
five new members were elected during the year. There was a 
membership of 765 Nov. 1, 1908, whereas the figures for Nov. 
I, 1909, were 795. Forty-seven new members were elected 
at the present meeting. The total receipts for the year were 
$10,063.23 (£2,066), and the total disbursements, $12,785.08 
(£2,625). The total resources of the society at present are 
$24,575.21 (£5,046), with no liabilities against it. 


PAPERS READ NOVEMBER I8. 


No. 1—Evolution of Screw Propulsion in the 
United States. 
BY CHARLES H,. CRAMP. 
ABSTRACT OF PART I. 


Between the first and second quarters of the last century, 
the principal machine shops of Great Britain were in a pros- 
perous condition, abundantly supplied with good tools and 
numerous skilled workmen; while the machine shops in the 
United States were few in number, limited in size and capacity, 
and the workmen, with but few exceptions, lacked experience 
and skill. The relative conditions between the machine works 
of the two countries remained the same until the year 1870. It 
was on this account that the screw-propeller, invented by Col. 
John Stevens in 1804, was not utilized. 

The screw of Colonel Stevens of 1804 was practically de- 
veloped in Kensington by the Penn Works of Reaney, Neafie 
& Company half a century later, and the hull of the New 
Jersey, which was designed by the best ability in England, was 
adopted by William Cramp in the screw tug Sampson, which 
was engined by the Penn Works, the propeller of which boat 
was practically that of Colonel Stevens. 

Screw propulsion had already become a factor in navigation, 
and there was a general desire to develop it, particularly in 
Philadelphia, during the decade between 1834-1844. All were 
in a receptive mood, the atmosphere was highly charged with 
it, and was ready for the great transition when John Ericsson 
made his appearance in 1840, preceded by the Robert F. Stock- 
ton, which came over from England under sail the preceding 
year. 

After Mr. Ericsson’s arrival here in 1840 he made the ac- 
quaintance of Mr. Thomas Clyde, who soon became a convert 
to the propriety of screw propulsion, and he was the first 
shipowner to adopt it in this country. A pair of screws was 
fitted to the J. S. McKim, which he used in his Gulf trade, 
and afterwards as a transport in the Mexican War. The en- 
gines were built in a shop in the Old Northern Liberties, of 
Philadelphia, and Mr. Neafie, afterwards of Reaney, Neafie & 
Company, was engaged or them as a young man, and it was tl 
this fact that Mr. Neafie took early interest in screw pro 
pulsion. Later on, when the firm of Reaney, Neafie & Com- 
pany was established in 1840, screw propulsion had come to 
stay, and was the practical ending of the Ericsson screw. 

While Mr. Ericsson had accomplished so much in the edu- 
cation of the public mind in favor of screw propulsion, he was 
not so successful in the introduction of his particular screw; 
it proved exceedingly defective, and none were used the second 
time. 

The original screw of Colonel Stevens was replacing all 
others, but not under his name. The favorite screw of Reaney, 
Neafie & Company was the “Loper patent.’ Captain Loper 


International Marine Engineering 


491 


had bought the patent from a workingman, and I think he 
died without knowing anything of its resemblance to the 
Stevens propeller. Mr. Clyde had adopted it, and had trans- 
ferred his work to Reaney, Neafie & Company. The Ericsson 
Line adopted a screw of their own which was much similar to 
the Stevens. 

Thomas Murphy, the chief engineer of the Ericsson Line, 
was a highly competent and superior man, and he adopted a 
plan to simplify the construction and repair of “his wheels” ; 
the repairs being frequent made it very costly. Besides, he 
took advantage of every change he made in their form to 
secure information as to the results, subjects that still con- 
tinue to puzzle all marine engineers—the proper relationship 
between the pitch, diameter, the surface area and the revolu- 
tions. He secured a vast fund of information from his multi- 
tude of experiments. I do not know whether he left any rec- 
ord with the company after his time, but I do know that the 
Penn Works profited vastly by his experiments. 

The particular object of Mr. Ericsson’s visit here was more 
on account of the introduction of a certain type of engine for 
warships than of his peculiar screw. He had interested Com- 
modore Stockton in the warship question at an early date, 
when he met him in England. The Commodore prevailed on 
the United States Government to build a ship which was 
named the Princeton, and Mr. Ericsson was occupied from 
September, 1841, to September, 1843, in preparing the plans of 
the machinery. It is impossible to find in the world’s his- 
tory of naval construction where there had been so great a 
flourish of trumpets over the building of a ship, with such 
little results afterwards as in the case of this ship. 

Great Britain had at an early date begun to develop screw 
propulsion, and was building ships and engines of the best 
character, and introducing them in their ocean commerce and 
in their navy, which resulted in their paramount influence in 
ocean commerce of that country. It practically began with the 
advent of the fine screw ship, the Great Britain, in 1844. 

While Great Britain was engaged in the establishment of its 
future pre-eminence, the great commercial city of New York 
adhered to the paddle-wheel, with its walking-beam engine, 
that led to our ultimate elimination from the world’s com- 
merce. 

While the decline of our foreign commerce incident to the 
prolonged use of the paddle-wheel became a conspicuous fea- 
ture in the East, it did not destroy our coastwise business, 
which extended from the East to the Pacific Coast. The busi- 
ness with the cities there, New York and San Francisco was 
still in the hands of shipping companies of New York, and 
many small paddle-wheel steamers were still built, but much 
of the local trade and travel in the Pacific was done in small 
iron vessels, many of which were screws and built on the 
Delaware. When the large paddle-wheelers were worn out 
or lost, they were not renewed. The propellers were generally 
of Captain Loper’s patent, and his name became as much 
talked of as Ericsson’s was previously, particularly as the 
propeller was much better. 


No, 2—The Effect of Parallel Middle Bodi 
Upon Resistance. 


BY D. W. TAYLOR, NAVAL CONSTRUCTOR, U. S. N. 
ABSTRACT. 


A portion of the work of the United States model basin 
during the past year consisted of an investigation into the 
effect upon resistance of full vessels of varying percentages 
of parallel middle body. This question arises at times in deal- 
ing with full vessels of moderate or low speed, and it appeared 
desirable to determine whether there was, from the point of 
view of resistance, an optimum length of parallel middle body 
in a given case. There are, of course, a number of factors 


492 


entering into the matter in the case of a design, but resistance 
alone is considered in this paper. 

The lines of the parent form from which all the models 
tested in this connection were derived represent a model 
having a ’midship-section coefficient of .96, a ratio of beam:to 
draft of 2.5, and a longitudinal (prismatic) coefficient of .68. 
All the models tested had the same ’midship-section coefficient 
and ratio of beam to draft, variations being in longitudinal 
coefficient, in size and in shape of curves of sectional area. 

There were three series of models tested, each series con- 
taining twenty models. Four sizes of models were used in 


each series, and for each size of model five curves of sectional | 


area were used. The longitudinal coefficients used were .68, 
.74 and 80. For the .68 longitudinal coefficients the five per- 
centages of parallel middle body were 0, 9, 18, 27 arid 36. For 
the longitudinal coefficients of .74 these percentages were 0, 
12, 24, 36 and 48. For the longitudinal coefficients of .80 the 


percentages were 0, 15, 30, 45 and 60. The displacements used - 


for the 20-foot models in fresh water were 1,000 pounds, 1,500 
pounds, 2,250 pounds, and 3,000 pounds. This range covers the 
majority of vessels. 

Displacement remaining unchanged, the greater the percent- 
age of parallel middle body the finer the ends. 

Resistance being due partly to the friction of wetted surface 
and partly to wave making, etc., constituting the residuary re- 
sistance, it is naturally considered under these two heads. 
The larger models have a little more wetted surface, as 
would naturally be expected, owing to the greater obliquity of 
their waterlines. The difference, however, is slight. The 
variation with percent of parallel middle body is also very 
slight. 

Practicable variations in the length of parallel middle body 
in a given case will have hardly any effect upon wetted sur- 
face or skin resistance. It should be remembered in this con- 
nection that skin resistance is always the major factor of the 
total resistance for vessels of the kind now under considera- 
tion. As a general thing for such vessels when well designed 
the skin resistance is in the neighborhood of 70 percent of the 
total. 


Considering now the residuary resistance the conditions are 
very different, and we find this element of the resistance ma- 
terially affected by the percentage of parallel middle body. 


At the very high speeds any parallel middle body is preju- 
dicial to speed. While vessels of full type are not pushed to 
high speeds, it may be remarked that the high residuary re- 
sistance associated with the fine ends at the high speeds is in 
agreement with a number of other experiments made at the 
model basin, which indicate that for very high speeds full 
ends are favorable to speed rather than the reverse. For mod- 
erate speeds, however, below.a speed-length ratio of unity, full 
ends are usually distinctly prejudicial to speed. 


For practicable speeds for full ships, say below a speed- 
length ratio of .9, the experimental results indicate an op- 
timum length of parallel middle body, the greatest residuary 
resistance corresponds to 48 percent of parallel middle body, 
but the next corresponds to 0 percent, the minimum residuary 
Tesistance evidently corresponding to some length of parallel 
middle body between o and 48. 


From a series of diagrams, showing contours of residuary 
resistance in pounds per ton, plotted upon percentages of 
parallel middle body as abscisse, and values of displacement- 
length coefficient as ordinates, it is shown that for a speed- 
length coefficient of .55, the minimum residuary resistance is 
almost independent of the displacement-length coefficient, cor- 
responding very closely to 25 percent length of parallel middle 
body regardless of the displacement-length coefficient. For 
higher speeds, there is more variation in the value of minimum 
residuary resistance as we vary displacement-length coefficient, 


International Marine Engineering 


DECEMBER, 1909. 


but the variation in length of parallel middle body correspond- 
ing to minimum residuary resistance is not great, so we can 
very reasonably consider the actual minimum residuary re- 
sistance between displacement-length coefficients of too and 
150 as practically constant. Hence we are enabled to almost 
eliminate the effect of displacement-length coefficient. 

Curves plotted upon values of speed-length coefficient show- 
ing (1) the minimum residuary resistance; (2) the percentage 
of parallel middle body corresponding to the minimum re- 
sistance; (3) the resistance 10 percent above the minimum ; 
(4) percentages of parallel middle body above and below the 
minimum for which the residuary resistance is 10 percent 
above the minimum, indicate the boundaries within which 
length of parallel middle body may be varied without ap- 
preciable effect upon resistance. Thus, if the residuary re- 
sistance is about 30 percent of the whole, it may be increased 
Io percent with an increase of but 3 percent in the whole 
resistance. The upper limit is naturally the more important, 
and the experiments indicate that if the lengths of parallel 
middle body given by the curves fixing the upper limits are 
much exceeded, there is material increase of residuary re- 
sistance. 


Broadly speaking, from the point of view of resistance alone, 
for the range of speeds attained in practice by full vessels, the 
optimum length of parallel middle body is for longitudinal 
coefficient of .68 from 12 to 16 percent, but it may be made 25 
percent without material increase in resistance. For a longi- 
tudinal coefficient of .74 the optimum length of parallel middle 
body is from 24 to 27 percent, but it may be made from 36 to 
40 percent without material increase of resistance. For a 
longitudinal coefficient of .80 the optimum length of parallel 
middle body is from 32 to 35 percent, but it may be made from 
44 to 48-percent without material increase of resistance. 

These conclusions apply to values of speed-length coefficient 
above .50. For very low-speed vessels the residuary resistance 
is such a small percentage of the total that the limits above 
may evidently be materially exceeded. 


No. 3.—The Influence of the Position of the Midship 
Section upon the Resistance of Some Forms of 
Vessels. 


BY PROFESSOR H. C. SADLER. 


ARSTRACT, 


In the following experiments the term “midship section” 
designates the section of maximum area. Two sets of models 
of ordinary form were tried, and in each series: the length, 
breadth, draft, displacement, sections and curve of sectional 
areas were kept constant, the only variation in the form being 
that due to expanding or contracting the forward and after 
body, due to placing the midship section at various positions 
in the length. When the midship section is at the center of 
the length, the curves of sectional areas in both models were 
the same for both forward and after bodies: 


PARTICULARS OF MODELS. 


B it COEFFICIENTS. 
Mopet. on eG om 
d d 
Block. Prism. | Mid. Sect. 
A 8 2.143 17.14 .503 538 935 
B 8 2.143 17.14 567 606 936 


In each case the midship section was placed in four posi- 
tions: (1) At the center of the length; (2) at 5 percent of 
the length aft of the center; (3) at 10 percent aft, and (4) at 
10 percent forward of the center. 


DECEMBER, 1909. 


At low speeds the position of the midship section has little 
or no influence upon the resistance, but as the speed increases 
there is a certain position for each speed where the resistance 
is a minimum. This position travels aft as the speed in- 
creases. With the midship section 10 percent aft or 10 per- 
cent forward of the middle of the length; the resistance shows 
a marked increase at the higher speeds. 

The curves for model. B follow in the same general lines 
as those for model A. In this case, however, as the model is 
of somewhat fuller form, the minimum occurs at a slightly 
different place, and the effect of the position of the midship 
section is noticeable at a smaller speed-length ratio. 


In both models, when the midship section was placed at 10 
percent of the length aft of the center, the flow around the 
after body seemed somewhat disturbed. This was doubtless 
due to the hollow form caused by the closing up of the sec- 
tions, and the performance in this particular case could doubt- 
less be improved by filling out the after body at the stern and 
easing the form immediately aft of the. midship section. 
Such modifications, however, would destroy the main object of 
the above investigations, which show the effect of the posi- 
tion of the midship section only, everything else remaining 
constant. 


No. 4.—Some Ship-shaped Stream Forms. 


BY ASSISTANT NAVAL CONSTRUCTOR WILLIAM M’ENTEE, U. S. N. 


ABSTRACT 


The investigation on which these notes are based had for 
its principal object the determination of the variation of ve- 
locity of water when constrained to move in a plane along a 
form of the shape of a ship’s waterline, or, more properly, 
waterplane. 

The main conclusions from the investigation are: (1) 
That hollow waterlines cause less wave-making disturbance 
than straight or convex waterlines, and (2) that, as the hol- 
lowness and fineness of waterlines are increased, the wave- 
making disturbance decreases to a minimum, after which, if 
the lines are made still finer and hollower, the wave-making 
disturbance again increases. 

These conclusions result from an investigation which, to 
extend to actual ships, requires assumptions which seem 
reasonable, but for which no rigorous proof is given. 

It was early seen that previous investigations of the subject 
dealt with stream forms, which had points of variance from 
those which appeared to be of most interest. The variation 
was due to using sink and source functions of such form that 
the resulting stream forms were (1) blunt or rounded at the 
entrance point, (2) the entrance was convex and neither 
straight nor hollow. The principal difficulty with such forms 
is that, no matter how fine they are made, the pressure at the 
entrance point is always that due to the velocity-head of the 
speed of advance, a condition which prevents comparison of 
the probable wave-making effect of waterline of varying 
sharpness of entrance and varying waterline coefficients. 


Since waves about a ship are due to variations in pressure 
head in the water around it, it seems obvious that the greater 
such variations the greater will be the wave disturbance, and 
as the pressure head depends on the velocity, it appears that 
the conclusion to be drawn from the above comparison, in 
which the form which has the hollowest lines and smallest 
waterline coefficient has the greatest velocity variation along 
it, is that the waterline coefficient may be made too small and 
the waterline too fine and hollow. The bow wave may be 
smaller, but the depression amidships is greater and the 
total wave-making result may also be greater. 


Probably the most interesting conclusion from the investi- 
gation is the desirability of using hollow waterlines to reduce 


International Marine Engineering 


the water. 


493 


wave-making. It can be shown that if a stream form has a 
straight or conyex line at the entrance, the pressure head will 
be a maximum and equal to that due to the velocity through 
The total variation of velocity along such a. stream 
form will be more than 100 percent. 


No. 5—Applications of Electricity to Propulsion of 
Naval Vessels. 


BY W. L. R. EMMET. 


(This paper is published in full on page 469.) 


No. 6.—The Producer-Gas Boat Marenging. 


BY H. L. ALDRICH, 


ABSTRACT. 


This paper describes in detail the arrangement and per- 
formance of the 40-foot cruising motor boat Marenging, 
equipped with a heavy-duty, four-cylinder, four-cycle engine 
operating on producer gas. The substance of the paper will 
be found on pages 110 and 111 of the March, 1909, and page 
313 of the August, 1909, issues of INTERNATIONAL MARINE 
ENGINEERING. As the result of his experience with this boat, 
Mr. Aldrich states that, as compared with gasoline (petrol), 
it costs scarcely one-tenth as much to use producer gas, and 
as compared with steam, probably from one-third to one-half 
as much. 


No. 7—Building and Equipping the Non=Magnetic 
Auxiliary Yacht Carnegie with Producer-Gas 
Propelling Equipment. 


BY WALLACE DOWNEY. 


ABSTRACT. 


This paper describes briefly the construction of the hull 
and machinery of the 568-ton auxiliary yacht Carnegie, built 
entirely of non-magnetic materials for the Carnegie Institution 
in Washington, to be used in making a survey of the magnetic 
variations at sea. The yacht has a brigantine rig, and is 
specially fitted for taking magnetic observations. The auxiliary 
propelling machinery consists of a 150-horsepower gas pro- 
ducer and engine, built entirely of non-magnetic materials. A 
complete description of this vessel, covering the substance of 
this paper, was published on page 47 of the February, 19009, 
issue of INTERNATIONAL MARINE ENGINEERING. 


PAPERS READ NOVEMBER 19. 


No. 8—The Design of Submarines. 
BY MARLEY F. HAY. 


ABSTRACT. 

All submarines are fundamentally alike, the greater part 
of the given reserve buoyancy being neutralized by the addi- 
tion of water to a main tank, an auxiliary tank being provided 
to compensate for different weights and the difference of salin- 
ity in the sea water. Beyond this point, however, submarines 
differ according to the judgment of the designer, the main 
factor which seems to be responsible for all the divergence of 
ideas being the safety factor. 


Submarines may be divided into two classes, the double-hull 
and single-hull. In double-hull submarines, the outer hull is 
designed on torpedo boat lines, in order to develop a high sur- 
face speed. As this shape of hull is incapable of sustaining the 
pressure due to great depth, an inner hull is fitted for strength. 
In boats of this type the depth to which the boat may safely go 
is less than in the case of single-hull vessels, the maximum for 
a Krupp or Laurenti boat being 43 meters, while a single-hull 
boat of the Holland type has been submerged to 70 meters, 
and is capable of submergence to 100 meters. On account of 


494 


International Marine Engineering 


_ DECEMBER, 1909. 


the additional weight of the double-hull vessel its factor of 
safety in a vertical plane is low, and an attempt to increase 
this factor is usually made by fitting a drop keel. The neces- 
sity for a safety keel is not so urgent in a single-hull vessel, 
and water ballast which can be blown out by compressed air 
is substituted. 

Coming to the question of stability and seaworthiness in the 
double-hull vessel, the center of gravity of hull and machinery 
weights is above the center of buoyancy when the ship is at 
the surface. Therefore, when being submerged the center of 
buoyancy rises and the center of gravity drops, there being a 
critical point where they coincide, and the stability of the vessel 
must depend entirely on its form. In single-hull vessels the 
center of gravity is always below the center of buoyancy. Due 
to the considerable metacentric height of the double-hull ves- 
sels, the rolling period is very short, and the angle of heel is 
liable to become excessive, whereas in the single-hull vessel 
the rolling period is lengthened, stiffness is much decreased, 
and, in fact, the rolling is practically replaced by a curious 
lateral translation of the entire ship. 

Double-hull vessels can be constructed with large percent- 
ages of reserve buoyancy by making the superstructure water- 
tight. 

It was formerly considered that submergence could be car- 
ried out in two ways. First, by submerging on an even keel 
by means of double rudders, or hydroplanes, forward and aft, 
and, second, by inclining the axis of the boat downwards by 
means of a single diving rudder at the stern. As a matter of 
fact, the hydroplane system acts in the same mannergas the 
single diving rudder, and this difference really no longer 
exists. 

Although double-hull vessels show high surface speed, yet 
the weight of the accumulator battery is so cut down that the 
submerged speed is relatively low and the radius of action 
when submerged comparatively short. Single-hull vessels 
are capable of higher submerged speeds. Which of these 
qualities is desirable, however, depends upon tactical con- 
siderations. As a rule, single-hull vessels maneuver more 
easily. 

The tendency of future submarine design will be towards 
vessels of higher surface speed for which a single-hull vessel 
can undoubtedly be designed, the adoption of heavy oil engines 
to increase the safety of fuel storage and, possibly, the de- 
velopment of an internal-combustion engine, running on a 
closed cycle, which can be used when the boat is submerged, 
therefore, eliminating the accumulator battery weights. 


No. 9—The Foreign Trade Merchant Marine of the 
United States. Can it be Revived ? 


BY G. W. DICKIE, 


ABSTRACT. 


A careful study of the early history of the foreign trade 
shipping of the United States will show that the foreign 
shipping trade of this country never prospered even in the 
days of wooden ships without substantial protection, and th 
is due to the fact tha{ every nation which aspires to maritime 
power has been willing to pay for it. 

In 1789, when protection began, the foreign trade shipping 
of the United States amounted to only 123,893 tons, including 
both exports and imports carried in American bottoms, and 
forming but 17% percent of the imports and 30 percent of the 
exports. In ten years this had increased to 657,142 tons, form- 
ing 90 percent of the imports and 87 percent of the exports. 
During the war of 1812 the figures fell to 71 percent of the 
imports and 51 percent of the exports! Under the original 
navigation laws, in 1825 the United States carried in her own 
ships 95.2 percent of her imports and 89.6 percent of her ex- 


ports, and this is the highest point reached by American 
shipping in foreign trade. 

Many think that the navigation laws which were formerly 
so effective would again give to the United States her fair 
share in foreign trade. While this is doubtless true, there is 
grave doubt as to the possibility of maintaining under such 
laws pleasant relationship with other nations who are doing 
business on the ocean. 

It is unnecessary to describe the existing conditions as far as 
the merchant marine in foreign trade is concerned. About 93 
percent of our foreign commerce is being carried in foreign 
ships under foreign flags. Contrary to the general impression, 
the decline of our foreign shipping trade during and since the 
Civil War was not due primarily to the war; on the contrary, 
the steady decline began from the time (1812) that the 
foreign-carrying trade of the country was opened free to 
foreign ships, when the final restrictions on competition by all 
countries in our foreign trade were removed. 

In addition to the laws of protection to American shipping 
in the foreign trade, other forces have hastened its decline. 
One of these was the change from wood to iron, and then 
steel, in the construction of ships, and the substitution of 
steamships for sailing vessels. 


When this country once realizes that the time has come when 
it is a national necessity that merchant ships built in our own 
shipyards, officered and, if possible, manned by our own citi- 
zens, owned and operated by our progressive men of affairs, 
shall represent our enterprise and power in all parts of the 
world, there will be found a way to do it with profit to all 
concerned. Efforts to stimulate shipping will then be under- 
stood by the people, and questions regarding such matters and 
needing legislation will be treated in the manner that their 
importance demands. Admitting to register foreign-built 
ships, as now proposed in.a measure before Congress, will not 
revive the shipping of this country; if it would the shipbuilder 
might be willing to be sacrificed in order that such a result 
might follow. A country that could not build ships has never, 
as far as I have been able to find, been able to own and 
operate them. 


The necessity of doing our own foreign-carrying trade is 
fast growing. Under present conditions the value of our ex- 
ports in round figures is $1,750,000,000 (£360,000,000), and of 
our imports, $1,250,000,000 (£256,600,000). About $250,000,000- 
(£51,300,000) are paid annually to foreign ship owners to 
carry on this commerce. 


There are reasons why the American ship cannot compete 
with the foreign ship in the ocean-carrying trade. National 
conditions over which our shipbuilders or shipowners have no 
control, and which they are powerless to change, make the 
cost of building vessels in the United States from 30 to 40 
percent greater than in other countries. The cost of manning 
and victualing these American ships is also much greater, 
probably not less than 30 percent more than manning and 
victualing foreign ships. In addition there are other expenses 
in the operation of vessels which are greater in the United 
States than they are in other countries, such as taxes, repairs 
outfit and equipment. Most of these higher costs are the out: 
growth of conditions resulting from the policy of high pro- 
tection to industries that have been developed under laws first 
enacted, strange as it may seem, by the very Congress that re- 
moved all protection from shipping engaged in the foreign 
trade, and which policy has continued through all the period 
that American shipping engaged in the foreign trade has been 
declining. 

Other nations are paying approximately the following 
amounts for the stimulation of their foreign trade: Great 
Britain, including Admiralty subventions, $7,000,000 (¢£1,- 
440,000); France, including bounties on construction and 


DECEMBER, 1900. 


navigation, about $9,500,000 (£1,950,000) ; Germany, for mail 
service, $3,000,000 (£616,000); Russia in postal regulations, 
$2,000,000 (£411,000); Japan, in subventions, $6,200,000 (£1,- 
273,000) ; Italy, in subventions, $2,700,000 (£554,000) ; while the 
United States pays only for the carriage of her mails, about 
$1,600,000 (£329,000). 

Due to the withdrawal, in 1907, of the Oceanic Steamship 
Company, of San Francisco, of its line to Australia, the 
American flag has vanished from the commercial routes of the 
South Pacific. 

A most potent argument in favor of the upbuilding of the 
merchant marine, and one which has had great weight in in- 
fluencing Japan in this respect, is the use of such a fleet as an 
auxiliary to the navy. At present the navy is forced to employ 
foreign vessels to keep it supplied with fuel and other neces- 
sities when it leaves our own shores. 

I do not believe that we should follow the French method; 
ships can be put on the ocean and navigated from one port to 
another if their expenses are paid, but this nursing is without 
any sound economic policy to back it up; I believe it gives no 
ultimate benefit to the commerce of the nation adopting it. 

In my belief the first duty of the United States is to estab- 
lish, by mail subventions, permanent lines of communication 
between her ports and the principal ports of the world, espe- 
cially those where our products would be most likely to find 
a permanent market. The character of the service should be 
clearly stated. and bids for the service required should be 
asked from responsible shipowners and awards made to the 
lowest responsible bidder. 

Compared to what we annually expend on our navy the 
expense of such a fleet of merchant auxiliaries would be small. 
These lines would build up a commerce for this country worth 
many times what it would cost to maintain them. The method 
of letting out the subsidies, as it were, to the lowest bidder 
would secure the required service at the lowest feasible figure, 
and would be fair to all concerned. 


No. 10—Material Handling Equipments for Lake Vessels. 


BY RICHARD B. SHERIDAN, 


Iron ore was first discovered in the Lake Superior country 
in 1844, but on account of its location and the almost insur- 
mountable difficulties of handling and transportation, it was 
nearly twenty years before the ore of this district could be 
commercially worked. 

In 1855 the Government completed its first system of locks 


at Sault Saint Marie, and the first cargo of ore (114 tons) was. 


carried down the lakes from the mining district. The entire 
shipments for the year amounted to 1,449 tons, and it was not 
until 1873 that a season’s shipment amounted to more than 
1,000,000 tons. In 1907 it reached a maximum of over 42,- 
000,0000. 

In the development of this traffic the first step was the con- 
struction, in 1860, of a loading dock at Marquette. This dock 
has been the model on which all of the great ore docks of the 
Northwest have been built. It consisted of a long line of 
pockets on a dock extending out into the lake, and arranged 
so that boats could be brought alongside for loading. The 
material was brought over the pockets on railway cars, ar- 
ranged so as to be dumped into the same. Each pocket was 
equipped with spouts and gates, and of such height as to 
permit of a slope to the chute, so that the material would run 
out by gravity. Records are given in which boats of over 
10,000 tons capacity have been loaded in as short a time as one 
hour at modern docks of this type. 

The question of loading has not, however, been the perplex- 
ing factor in the development of the lake traffic. The great 
and all-important difficulty that had to be met and overcome 
was the question of dispatch in the unloading of boats in the 


International Marine Engineering 


495 


lower lake ports. In 1879 a machine was constructed in the 
harbor of Cleveland, but it had so many faults that it could 
hardly have been called a success, and it was not until 1880 
that the first successful unloading machine was developed, and 
this date marks the beginning of the real and speedy develop- 
ment of material-handling machinery as well as the improve- 
ments in the ship construction of the Great Lakes. 

This first device was a cableway machine, built and erected 
at Cleveland, Ohio, in 1880, under Mr. Alex. E. Brown’s super- 
vision, and with its introduction came the formation of the 
Brown Hoisting & Machinery Company. 

This type of machine was an infinite improvement over the 
old methods, but it had one fault, and that was, that it could 
only cover a limited storage pile. The next machines were 
improved upon, and instead of using the cable type, a struc- 
tural span bridge of 180 feet in length was employed, and both 
its supporting piers were mounted on wheels, so that the 
machine could be moved along the full length of the dock. 

Machines of this type came immediately into universal use, 
and nearly every unloading dock was equipped within a few 
years. 

The problem of reducing the hand labor in the boats became 
an important factor, and, for several years before the grab- 
bucket was adopted, attempts were made to work mechanical 
buckets in coal and similar soft materials. About nine years 
ago the first successful grab-bucket equipment was erected in 
Chicago by the Hoover & Mason Company. 

In the development of the grab-buckets the old principle 
which the grabs or clamshells employed for so many years 
in the handling of dirt and other material has been followed 
out, and consequently the digging power of the bucket depends 
to a very large extent upon the weight of the bucket itself, and 
to get a load it is always conceded that the bucket must be 
dropped as hard as possible to get an entrance into the 
material. 

The design and principle of working of the Brown bucket are 
novel. On acount of the motion of the digging blades on most 
buckets, weight, as mentioned above, plays a very important 
part in how good a digger the bucket is, but in the bucket I 
refer to a new principle is brought into play. The blades of 
the Brown buckets, when open, stand almost in a vertical posi- 
tion, and when closing they retain this vertical position for 
nearly one-half of their stroke, and their action during this 
time on the material is one of scraping. By the time they have 
moved through half of their total stroke they have gathered 
or scraped together a pile of material between them, and at 
this point the motion of the blades changes to one of rotation, 
so that they close under the pile of material gathered together. 
The bucket is so proportioned that the pile which is gathered 
equals approximately the capacity of the bucket. This grab, 
also, by its construction is admirably suited for handling lumpy 
material, inasmuch as the side plates forming the blades of the 
bucket are cut away at such an angle that the same is past the 
angle of friction, so that any material getting in front of the 
edges of these side plates will not cause the bucket to slide over 
them, but must, by virtue of the angle of these edges, be 
pushed ahead or to one side. I believe that this feature of the 
Brown bucket is not found in any other make. 

With the adoption of the grab-bucket came still another 
change in the general design of unloading machinery. Prac- 
tically no men were needed in the boat for successful opera- 
tion, and the hoisting and operating mechanism on the machine 
was all installed on the moving trolley, and this type of trolley 
has (as is generally known) become to-day to be recognized as 
the most efficient and rapid. 

With the introduction of the grab-bucket there have been 
practically but two types of machines developed: One, that 
employing a bucket suspended by the operating ropes, and the 
other, a grab-bucket carried on a rigid arm. I will not at- 


496 


International Marine Engineering 


DECEMBER, 1909. 


tempt to discuss the merits from my standpoint of the rigid- 
arm or “stiff-leg” machine over the suspended bucket type, but 
will add that they have become a popular machine along the 
lake districts. 

The outcome of operating buckets of this character was 
that several of the big shipbuilding companies developed a line 
of boats built especially for the ore traffic, with hatches spaced 
about 12 feet centers, and clear holds. 

The coal trade is by no means a small factor in the total 
amount of material handled on the Great Lakes during the 
season. The coal-unloading machines have all passed through 
the same lines of development that the ore plants have, and, 
as may be readily supposed, the grab-bucket is as universally 
used in the handling of coal cargoes as it is in the iron ore 
traffic. The type of machines employed is very similar to 
that used for the handling of iron ore, and is designed to 
handle grabs having a capacity generally of about 2 tons of 
coal. The question of loading coal into vessels has received 
during the past ten years considerable attention. A large 
percentage of the coal which is loaded into boats is handled 
either by car-dump machines or from elevated docks of the 
same type as those used in the handling of iron ore. 


No. 11—Structural Rules for Ships. 
BY JAMES DONALD. 

This paper is too voluminous to admit of even an abstract 
within the limits of this report. It contains a complete set of 
new rules for the construction and classification of ships which 
the United States Standard Association originally attempted 
to compile. Before the completion of the work, however, the 
United States Standard Association was incorporated with 
the American Bureau of Shipping, so that the new rules were 
unnecessary. In order, however, that these new rules, upon 
which a great deal of work had been expended, should not be 
lost, and that no results should accrue, it was deemed ad- 
visable by the writer to present the rules before the society, in 
order that all those interested in shipping and shipbuilding 
might have an opportunity to express their opinion upon them. 
Nothing new is claimed for these rules. The idea has been to 
arrange what has been found by experience to be the best 
practice, and what has already been done, in such a manner 
that it can be easily understood and the design arrived at 
quickly and easily. 


No. 12—Rivets in Tension. 


BY ROBERT CURR. 


ABSTRACT, 

In investigating the value of rivets under tension the author 
has been unable to find any authority on same. Structural en- 
gineers give no valué for rivets under tension, and substitute 
bolts in all cases where tension is met with. On the Great 
Lakes, rivets in tension are simply considered on the point of 
shearing the same. The value of a rivet is taken to be equal 
to the punched materials. 

A plan of a 3-foot frame space showing the.main frame and 
web frame as well as the longitudinals and intercostals of a 
typical Lake cargo vessel is shown, on which are indicated the 
numerous points where the construction depends for strength 
upon rivets in tension. The whole object in the case of the 
web frame is to make a belt of same, and have it throughout 
in strength equal to its weakest part through a line of rivet 
holes spaced eight diameters across same; but, since there are 
numerous connections which depend for their strength upon 
rivets in tension, the value of which are unknown, or at best 
doubtful, it is evident that the full value of the materials, as 
placed, is not obtained. 

The author concludes that if rivets in tension have no value 
some other mode of construction is necessary in order to get 
the value of materiais placed in vessels. 


No. 13—Strength of Water=Tight Bulkheads. 
BY PROF. WILLIAM HOVGAARD. 
ABSTRACT 

It cannot be said that we have yet reached a satisfactory 
solution of the problem of the strength of bulkheads. The 
most striking evidence of this is perhaps the loss of the White 
Star liner Republic, which, according to various accounts, was 
due ultimately to leakage and breakdown of the bulkheads. 

The dimensions of this class of vessels have increased enor- 
mously of recent years, and therewith bulkheads have become 
larger and deeper. It seems, therefore, not unlikely that the 
rules of the classification societies, which were framed some 
years ago, may now need a revision in case of larger ships. 

In the present paper it is proposed to deal only with the 
theoretical treatment of the subject. As the theory of the 
strength of bulkhead plating has already, as far as it is de- 
veloped, been fully dealt with, it is the particular object of 
the present paper to deal with the strength of bulkhead 
stiffeners. 

It is proposed to deal with the simple case of a rectangular 
bulkhead, stiffened by a set of parallel, equidistant stiffeners 
of equal and uniform strength. This is indeed the only case 
which can be solved theoretically, and that only under certain 
assumptions, which conform more or less imperfectly to actu- 
ally existing conditions. 

The first chapter of the paper deals with the determination 
of deflection and stresses for simple bending and shearing, 
while the tension, which may exist in the stiffener as a whole, 
is neglected. 

In the problems dealt with in Chapter II. is included the ten- 
sion, which exists in a stiffener fixed at the ends to immovable 
supports in such a way that the ends are prevented from 
sliding relative to the supports. 

The first problem considered in the first chapter is that of a 
stiffener supported only at the ends, and four cases are con- 
sidered: (1) The stiffener is free to turn at both ends. (2) 
The stiffener, by means of brackets, is fixed with both ends 
vertical. (3) The stiffener is bracketed only at the foot. (4) 
The stiffener is bracketed only at the top. 

Where both ends are free to slide, the maximum bending 
moments, and hence the maximum stresses, will be smallest 
when both ends of the stiffeners are bracketed. When the 


‘stiffener is bracketed at the foot only the maximum bending 
‘moments will be greatest, greater even than if no brackets had 


been used, and considerably greater than if bracketed at the 
top only. That bracketing at the foot only is disadvantageous 
is probably not generally realized. 

The second case considered is with the stiffener supported 
at both ends and at one intermediate point. Three cases are 
dealt with: (1) When the stiffener is freely supported at all 
three points. (2) When it is fixed vertically at the ends. (3) 
When it is fixed vertically at all three points. 

There is considerable advantage in preserving the con- 
tinuity of a stiffener over a point of support placed at the 
middle, except where brackets are used both at the middle and 
at the ends, in which case it is immaterial whether the stiffener 
is cut or not. 

Bracketing of a continuous stiffener is of advantage by 
uniform load, but it is only necessary to bracket the ends. 
Thus, for instance, a deck beam supported by a stanchion at 
the middle should always be well bracketed at the ends. 

With uniform plus increasing load there is little or no 
advantage in bracketing. Thus it appears that, as far as bend- 
ing is concerned, a vertical bulkhead stiffener, supported at a 
point near the middle may as well be left entirely unbrack- 
eted; but here, again, it must not be overlooked that the 
brackets may be useful in enabling the stiffener to work by 
tension and in relieving the boundary connections of the 
bulkhead. 


DECEMBER, I909. 


If the stiffener is broken at the middle point of support, it is 
practically indifferent whether it is bracketed at the ends or 
not, unless it is also bracketed both above and below the middle 
point, in which case there is a considerable gain. 

In the second part of the paper two methods are given for 
determining the strength of bulkhead stiffeners, where tension 
is considered, in the case of stiffeners efficiently connected at 
head and heel to fairly immovable supports, and where the 
deflection is great. 

The first method, which is applicable only to uniform load 
and to a stiffener attached at both ends to immovable supports, 
free to turn at these supports as if on hinges, consists of find- 
ing an expression for the maximum deflection in terms of the 
pressure which would produce this deflection in an elastic 
stiffener freely supported at the ends and with no tension along 
the neutral axis. The maximum deflection is then expressed 
in terms of the pressure which would produce this same deflec- 
tion in a perfectly flexible stiffener hinged at the ends. Equat- 
ing the two expressions for the deflection, a relation between 
the two pressures is obtained, and assuming that the sum of 
the two pressures is equal to the total pressure of the water, 
which is a known quantity, the unknown pressures can be de- 
termined. 

The second method deals with a formula which takes ac- 
count not only of the forces acting normally to the stiffener 
but also of the tension acting along the neutral axis. This 
formula is a differential equation of the second order, and 
the solution for it is based on an expansion of the exponential 
functions in a converging series. When the stiffener is free to 
turn at the ends, this method does not lead to a practicable 
result. When the stiffener is fixed vertically at both ends, 
however, there is no difficulty, and this case is dealt with both 
for a uniform load and for a combined uniform and increasing 
load. 

No. 14—The Development of the Gasoline (Petrol) 
Power Boat. 
BY E. T. KEYSER. 
ABSTRACT. 

Early gasoline (petrol) power boats were similar in design 
to their forerunner, the naphtha launch. The engine was 
usually placed as far back in the hull as possible, necessitating 
considerable rake to the shaft, which, together with the squat 
of the fan-tail stern, kept the boat down to a very moderate 
speed. Gradually the position of the engines was moved to 
the center of the boat, decreasing the rake of the shaft and 
giving a better disposition of weights, and the compromise and 
torpedo sterns were developed. ' 

The clipper-bowed, fan-tail stern, high-cabined, glass, win- 
dowed launch gave way to the trunk-cabin power cruiser, and 
this in turn to a large extent to the raised-deck boat, and, in 
larger sizes, to the bridge-decked cruiser. Finally, the steam 
yacht field was invaded, until to-day the internal combustion 
engine is the accepted method of power for craft of less than 
100 feet over all. 

To show the advantage of the gasoline (petrol) engine in 
the economy of space, small engine-room force, crew’s quar- 
ters, etc., the author describes in detail an 83-foot cruiser of 
the compromise stern type, with engines and gasoline (petrol) 
tanks installed amidships. This boat is not only a concrete 
example of the comfort, but of the actual luxury, which may 
be found to-day in a properly-designed motor boat capable of 
going almost anywhere to the extent of her fuel capacity, and 
yet which may be run much more economically than a steam 
yacht affording anything like the same accommodations. 

No. 15—A System of Mathematical Lines for Ships. 

x BY JAMES N. WARRINGTON, 
ABSTRACT 

A workable system of mathematical lines for ship-shaped 

bodies should be capable of producing fairness of form, and at 


International Marine Engineering 


497 


the same time should permit a very considerable degree of 
freedom in design. Fairness may be attained automatically 
by the forms of the equations, while freedom in design will 
depend upon the number of optional constants. In the use of 
equations the mental process of designing consists largely of 
thinking in constants, and in order that this may be done with 
a satisfactory degree of perspicacity the constants should have 
a recognizable significance, each standing for some definite 
quality of its curve. As the constants are increased in number, 
thus giving increased freedom in design, they become involved 
in each other and lose distinctiveness, and the geometrical 
conception becomes obscure. Facility of interpretation, there- 
fore, is favored by constants few in number and of easily 
perceived geometrical effect. 

In harmony with this view the author deduces equations 
which permit no more than what is deemed a necessary degree 
of freedom in design, and the optional constants possess a 
sufficiently clear definition to permit of ready interpretation. 

Equations are given for computing the area ratio Ra, from 
which the area of any section can be obtained by multiplying 
Ra by the area of the greatest section, also for computing 
the breadth ratio Rv of the load water-line, whence the half- 
breadth of the load waterline at any station can be obtained in 
absolute terms by multiplying the greatest half-breadth by Rb. 
Equations are also given for computing sectional coefficients 
and ordinates of the sections. 

The labor of computation is considerable, but each design 
worked out is applicable to ships of the same type without re- 
gard to size or proportion, for the reason that the ordinates 
are in ratio form. 


THE MARINE POLAR MOTOR. 


BY HUGO ANDERSON. 


The marine polar motor is a direct reversible Diesel motor 
and involves the same characteristic process of combustion as 
the ordinary type of Diesel motor. The main idea of the 
system is to couple to a propelling motor a maneuvering motor 
into which air under pressure is admitted when maneuvering, 
but which simultaneously-and continually serves as a blowing- 
out pump for the propelling motor which works on the two- 
cycle system. 

The arrangement of the motor is diagrammatically shown 
in Fig. 1, where 1 represents four (or two) combustion cyl- 
inders working on the two-cycle system, and 2 represents 
two double-acting maneuvering cylinders with cranks at right 
angles. When propelling, atmospheric air is sucked into the 
maneuvering motor through pipe 5. Here the air is com- 
pressed to a low pressure and exhausted through pipe 6 into 
the working cylinders. In these cylinders the air is com- 
pressed to 529-558 pounds. The products of combustion are 
exhausted through the silencer into the air. 

When starting, the maneuvering motor is cut off from the 
atmospheric air and put in communication with the air re- 
ceiver 9. The air consumed when manettvering is auto- 
matically made up by the air pump 8, which is put in action 
when the pressure in the receiver has fallen below a certain 
value. 

The fuel.oil from the tank 14 is led through the filter 15 to 
the pumps 16, which force the oil into the fuel valves 13. 
From the valves the oil is forced into the combustion chamber 
by air under pressure supplied by the air pump 11. A receiver 
and pressure adjuster is shown at 12. The thrust-block 4 is 
made separately from the motor, and astern of the fly-wheel 
is a flange coupling. 

A complete installation includes also a water pump for 
cooling the cylinders, etc., for which salt water can be used. 

The operation of the maneuvering motor is shown in Fig. 


498 


2. The circle, Fig. 2, represents the motion of a crank pin 
of a maneuvering cylinder. The inlet valve opens at point 
I, immediately after the upper dead center, and the admis- 
sion of air is cut off at point 2, which corresponds to ‘the 
line A-B in the indicator diagram. From 2 to 3 there 
is a slight falling off in pressure (B-C), which is leveled 


International Marine Engineering 


DECEMBER, IQOQ. 


posing air pumps in the interior of the long pistons, special 
levers for these pumps being in this way saved. Moreover, 
the pistons are lengthened downwards to form cross-heads. 
The operation of the propelling cylinders is seen in Fig. 
4; 20 is the receiver, kept under a pressure of about 221 
pounds by the maneuvering cylinders; 41 is the washing-out 


at 3, the long piston uncovering an aperture in the cylin- 
der jacket communicating with the air. As a matter of fact 
all air is admitted to the motor through a single pipe 7, 
but for the sake of clearness two pipes 5 and 7 are shown in 
the diagram. The piston having passed the lower dead center, 
the pin being then at 4, the aperture in the cylinder jacket is 
closed. The air is compressed (D-F) and afterwards forced 
into the receiver 6. When maneuvering, the atmospheric air 
is cut off and air under pressure is admitted from 1 to 2. The 
indicator card is then H, I, J, D, E, D, F, G. 

The characteristic feature of this working arrangement is, 
that the starting and the combustion take place in the motor 
simultaneously, whereby the transition period is avoided and a 


quicker maneuver is obtained, as the double moment, or 
more, is at hand when starting. 

A few indicator cards are shown in Fig. 3. A isa card from 
a working cylinder, and it has the same appearance as a 
card from the ordinary Diesel motor, with the exception of 
the exhaust line, characteristic of the two-cycle system. B 
is a starting card from the maneuvering cylinder. There are 
three admission lines, and as many lines representing the air 
supply to the receiver 6. The highest pressure is 74 pounds. 
C is a card from the maneuvering cylinder when the motor is 
propelling and taken with a more flexible spring, and finally 
D is a card from the receiver. 

As mentioned, one of the regulating parts of the maneuver- 
ing cylinders consists of an aperture in the cylinder jacket, un- 
covered by the piston. This arrangement necessitates the 
pistons being made very long, a fact which is utilized by dis- 


opening, and 42 the exhaust opening; 25 is the fuel valve, 
the only part of the combustion cylinder that is governed. 
The valve is regulated in the ordinary way by a cam disc. 

The fuel valve is of unique construction, and in par- 
ticular the carburetor is carefully’ studied. Thus the same 
quality of fuel enters the cylinder for large as for small 
charges, and all the fuel injected by the fuel pump during one 
stroke enters during the admission period immediately fol- 
lowing. 

As a result of the special construction of the fuel pump, 
and of the co-operation between the pump and the fuel valve, 
and finally of the design of the fuel valve, and specially that 
of the carburetor, reversal of the motor is accomplished with- 
out putting the reversing lever on stop, and also the reversal 
is accomplished at any speed without risk of damaging or 
ruining the motor from back explosions and the like. 

The reversing of the motor is achieved by altering the posi- 
tion of the fuel pumps and the fuel valves, and this by dis- 
placing the cams. To change from ahead to astern, the re- 
versing lever is put in the astern position, at which the fuel 
pumps are uncoupled first, and then the fuel valves, after the 
latest delivered fuel charge has been injected and burned in 
the cylinders. Thereupon the admission of air under pres- 
sure in the maneuvering motor is opened. The maneuver- 
ing motor is now acting as a pump until the force of the fly- 
wheel is consumed. When the engine has stopped the ma- 
neuvering motor starts to act as a motor and to turn the 
engine astern. As soon as the engine has started the fuel 
pumps work again and immediately the ordinary working 
cycle recommences in the combustion cylinders. There are, 
then, two turning moments accelerating the fly-wheel, viz., 
the moment of air under pressure and the moment of combus- 
tion. This explains the rapidity of maneuvering. 


a= 


FIG. 3. 


DECEMBER, 1909. International Marine Engineering 499: 


dotted lines indicate where the old steam machinery was in- 
stalled, and the saving in space with the oil engines is ap- 
parent. It is of interest also to note that the polar ship Fram, 
well known from the polar expedition of F. Nansen, has 
recently had its steam engine replaced by a marine polar 
motor of 180-brake horsepower. 

Proposed installations for cargo vessels have been worked 
out to show the advantages of the oil engine. As an ex- 
ample, may be cited a 210-foot cargo vessel with a capacity 
of 1,400 tons dead weight. The beam of the vessel is 32 feet, 
the molded depth 15 feet 7 inches, and the load draft 14 feet 
3 inches. Propulsion is by means of a marine polar motor of 
650 indicated horsepower, giving the ship a speed of 9% knots. 
The weight of the propelling machinery is, approximately, 44 
percent of the weight of a corresponding steam installation. 
Forty tons are allotted as the weight of fuel to be carried, 
and this is sufficient for an uninterrupted run of fourteen 
oe days with the oil engines. The same weight of coal would 
last for a run of three days only. The difference in the 
weight of fuel means an increase in cargo capacity of not less 
than 13 percent in the oil-driven ship. With the steam en- 
gine it would also be necessary to increase the length of the 
engine room about 44 percent. 

The question of driving the auxiliaries is, of course, an 
important one, and must be met in an oil-driven ship. In 
the cargo vessel just described, provision is made for elec- 
tric lighting by a generator driven by a small Diesel motor. 
The winches are operated by compressed air from the main 
engines. The steering gear can also be driven by compressed 
air. Electricity can be used for heating if its expense is not 
prohibitive. Heating can, however, be very satisfactorily ac- 
complished by hot water from a small boiler, either fired with 
oil fuel or incorporated in the exhaust silencer of’ the motor. 

Coming to the cost of operation, in addition to the economy 
in fuel the use of the oil motor permits a reduction in the 
engine-room staff, which is a direct economy. In the cargo 
ship just described, the engine-room staff.is reduced by at 
least one engineer and one oiler, as compared with a steam 


-—h 
\O 
a 
) 


ace 


in 


—— 


——— 
ia 


FIG. 4. 
plant. 
Over a vear and a half ago the first marine polar motor In Germany, as is well known, the question of auxiliary 
was installed in a new steel schooner of 300 tons dead weight sailing ships has been investigated widely, and German auxil- 
cargo capacity by the Diesel Motor Company, Ltd., Stock- iary sailing ships have already successfully competed with 


holm, Sweden, the builders of this type of motor. This first ‘™@mp steamers. This would seem to indicate that the use of 
motor was of 60-brake horsepower and was originally fitted as auxiliary sailing ships as cargo carriers can be developed to 
an auxiliary, but it has been found economical to keep the @ much greater extent than is now the case by the use of 
engine running constantly when under way in all kinds of | 4 motor such as has been described in this article. 
weather. 
Two t110-brake horsepower motors were also installed in 
two cargo vessels, the Rapp and Snap, designed for trading 
between ports on Lake Vannern, Gottenburg, and the North 
German Baltic ports. These boats are 105 feet long over all, 
with a molded breadth of 22 feet 5 inches, a depth of 10 feet eet 
I inch and a cargo capacity of 300 tons dead weight. he 
In Fig. 5 is shown the tug Jakut, belonging to the oil firm : 
of Nobel Brothers, St. Petersburg, in which are installed two 
marine polar motors of 160-brake horsepower each. The 


asco OFVER AULT Siz0 
5 = MELUAN STAFVAR S050 
, AED) |STORSTA BREDD Gee 

! QuuP en \ss 


500 


International Marine Engineering 


DECEMBER, 1909. 


Published Monthly at 
17 Battery Place New York 


By MARINE ENGINEERING, INCORPORATED 


H. L. ALDRICH, President and Treasurer 
GEORGE SLATE, Vice-President 
E. L. SUMNER, Secretary 
and at 
Christopher St., Finsbury Square, London, E. C. 
E. J. P. BENN, Director and Publisher 


HOWARD H. BROWN, Editor 


Subscription Manager, H. N. Dinsmore, 83 Fowler St., Boston, Mass. 


Branch { Philadelphia, Machinery Dept., The Bourse, S. W. ANNESS. 
Offices neuen 170 Summer St., S. I. CARPENTER. 


Entered at New York Post Office as second-class matter. 
Copyright, 1909, by Marine Enginering, Inc., New York. 


INTERNATIONAL MariINE ENGINEERING is registered in the United States 
Patent Office. 


Copyright in Great Britain, entered at Stationers’ Hall, London. 


Circulation Statement. 


We pride ourselves on the quality of the paid circulation of INTER- 
NATIONAL MARINE ENGINEERING, as it includes the world’s leading naval 
architects, marine engineers, shipbuilders, yacht owners, experts in the 
navies of all the great nations, chief engineers in all merchant marines, 
etc. In quantity we guarantee our paid circulation to exceed that of 
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field. Our subscription lists are always open for inspection. 


Notice to Advertisers. 


Changes to be made in copy, or in orders for advertising, must be in 
our hands not later than the 15th of the month, to insure the carrying 
out of such instructions in the issue of the month following. If proof 
is to be submitted, copy must be in our hands not later than the roth of 
the month. 


Electric Drive for the Propulsion of Ships. 

All proposals for the application of electricity to the 
propulsion of ships have arisen from an effort to bridge 
the gap between the economic speed of high-speed 
prime movers and the relatively low efficient speed 
of propellers. Since the advent of the steam turbine, 
which is essentially a high-speed engine, and which 
gives the best economy in steam consumption at high 
speeds, the need of some such device has become very 
urgent, and numerous attempts have been made to 
design an efficient speed reduction gear which, within 
the limits of weight, space and cost available in the 
design of a ship, can be used successfully. Practical 
solutions of this problem by means of spur gearing and 
by hydraulic gear are now before the public, and two 
separate methods of using electricity for this purpose 


were described by Mr. W. L. R. Emmet at the annual 
meeting of the Society of Naval Architects and Marine 
Engineers. 

The thing which makes Mr. Emmet’s paper of so 
much value is the fact that it is based not upon mere 
theories in which numerous loopholes for doubt may 
be found, but upon actual facts and designs which have 
been worked out in every significant detail, and which 
might, if opportunity offered, be contracted for imme- 
diately. The author even goes so far as to state that 
the designs would be fully guaranteed. With such 
carefully worked-out and thoroughly practical designs 
as a basis for consideration, these proposals merit the 
most careful investigation. 

Both methods suggested by Mr. Emmet provide for 
twin screws and, for the sake of comparison, the pro- 
peller speed and other details are taken the same as 
for a direct drive by Curtis turbines, which was the 
design actually adopted in the ships for which these 
systems of electric drive were proposed. Since, how- 
ever, the main object of the electrical apparatus is to 
introduce a speed-reducing bond between the turbine 
and the propeller, better results than those set forth 
in the paper could be obtained by selecting the best 
propeller speed for the ship and then designing the 
electric motors to obtain this speed. 

In the first arrangement described, which is des- 
ignated as a combination drive, there is a low-pressure 
turbine and an electric motor on each propeller shaft, 
at high speeds the turbine generating about three-fifths 
of the total power. The motors are operated from 
generators driven by high-pressure turbines, from 
which steam is exhausted into the main low-pressure 
turbines. Under cruising conditions the high-pressure 
turbines and electric drive alone are used, the low- 
pressure turbines running idle. Since reversal is ob- 
tained by reverse wheels in the low-pressure turbines, 
the point was raised in the discussion of the paper of 
whether with the low-pressure turbine running idle 
most of the time, and consequently cold, it would be 
possible to reverse instantly without the possibility of 
serious damage to the turbine. Experience with large 
stationary turbines of similar design, however, has 
shown that live steam can be turned into the reverse 
stages without previous warming up with no ill effects 
whatever. 

This combination plan of turbines and generators 
was one actually proposed for the new battleships 
Arkansas and Wyoming, the main reasons why it was 
rejected, beyond the natural hesitancy of attempting 
on so large a scale an absolutely untried and unknown 
project, we understand to have been the excessive 
weight of the installation and its high cost, the bids 
for this arrangement being about $645,000 (£132,- 
500) above the lowest bid for Parsons turbines. As 
to the weight, Mr. Emmet’s figures show that, 
disregarding piping, bearings, shafting, valves or 


DECEMBER, 1906. 


International Marine Engineering 501 


auxiliaries, the combination drive is about 7 percent 
heavier than that for Parsons turbines alone. 

Mr. Emmet brings forward, however, a second 
method of electrical propulsion, in which each propeller 
shaft is provided with two motors, one adapted for 
use at low speeds and the other adapted for high 
speeds, the generating units in this case being designed 
to give a very uniform efficiency through wide ranges 
of load and speed. ‘The reversal in this case is ob- 
tained through the motors themselves. This form of 
drive, as compared with the direct Parsons drive, is 
shown to be 27 percent lighter in weight, exclusive of 
piping, bearings, shafting, valves or auxiliaries. Thus 
it is quite apparent that the disadvantage of excessive 
weight which exists in the first case can be overcome. 
The weight of piping for an installation of Parsons tur- 
bines with the ordinary arrangement of four shafts is 
very considerable, since the piping is exceedingly com- 
plicated and extensive. Other items, such as the 
weight of bearings, thrust blocks, valves, etc., would 
be considerably less in the case of the electric drive 
than in the case of the direct Parsons drive. Also, it 
is probable that the boiler weights could be reduced 
somewhat, since the steam consumption of the tur- 
bines would be less when running at their most eco- 
nomical speed. 

An interesting possibility was mentioned during the 
discussion of this paper, and that is the possibility of 
controlling the ship direct from the bridge if the elec- 
tric drive were used. There are a number of instances 
on record where disasters have occurred through a mis- 
understanding of signals between the bridge and the 
engine room. ‘Therefore, the advantage of some sys- 
tem of direct control would be inestimable. Since, 
however, the control of the ship when driven by elec- 
tricity involves not merely the control of the electrical 
apparatus, but also the control of the steam turbines 
which drive the generators, it is hardly to be expected 
that satisfactory means could be developed for this 
any more than satisfactory means have been developed 
for the control of a direct turbine drive. It should 
be remembered that in the electric drive the variation 
of speed is obtained by steam and not by electricity, 
the electrical apparatus forming merely a fixed speed- 
reducing bond between the turbines and propellers. 

Another possibility which undoubtedly would be 
opened up by the adoption of electric drive is the 
application of internal-combustion engines as prime 
movers on board ship. Electric drive, in fact, offers 
the best, if not the only, solution of this problem at 
present. 

Whether we are justified in assuming that it would 
be possible to build a large marine power plant of this 
type without previous experimental installations of 
smaller power and expect it to succeed, will depend 
largely upon the faith which individuals have in the 
ability of the engineering profession to undertake such 


enormous advances at a single bound. Such steps 
have frequently been taken, however, particularly in 
the early days of the steam turbine, as it will be re- 
called that at the time the turbines were designed for 
the Lusitama, an installation which aggregated 68,000 
horsepower, the largest marine steam turbine then built 
was only 4,000 horsepower. Since we are assured by 
Mr. Emmet of the practicability of the electrical ap- 
paratus, and since his confidence is based upon the fact 
that motors and generators of exactly the same design 
which would be used in this case are now being used 
with good efficiency and unquestioned reliability for 
such services as mine hoisting, rolling-mill work, etc., 
where the requirements are far more exacting than 
they would be for ship propulsion, there does not seem 
to be much cause for doubting the practicability of the 
electric drive. 


Problems Relating to the Resistance of,{Ships. 

The subject of the resistance of ships furnishes one 
of the most prolific fields of investigation that is open 
to naval architects. However settled the design of 
any type of ship becomes in practice, there is nearly 
always the possibility of making some change in the 
form of hull which will diminish the resistance and, 
consequently, permit either an increase of speed for 
the same power or a reduction in the power required 
to attain the designed speed, with a corresponding in- 
crease in the dead weight carrying capacity of the ves- 
sel. A case in point is the design of the Monitoria, 
which is described on page 477. This vessel is built 
with two longitudinal corrugations in the shell plat- 
ing between the load waterline and the bilge, the effect 
of which is claimed to be an improyement of 5 percent 
in the speed of the ship over that of a similar ship of 
the ordinary type at to knots. 

While such radical improvements as the foregoing 
are rare, yet the continual investigation of special 
problems in resistance by means of model tank experi- 
ments is steadily increasing the fund of general: in- 
formation which can be brought to bear upon new de- 
signs and the improvement of old ones. Particularly 
valuable in this respect are the researches of Naval 
Constructor Taylor at the model towing basin in Wash- 
ington and of Professor Sadler, at the University of 
of Michigan, and it is gratifying to find among the 
papers presented at the recent annual meeting of the 
Society of Naval Architects and Marine Engineers two 
valuable papers from these authorities bearing upon 
the general subject of resistance. There may be no 
way to diminish to any great extent skin or frictional 
resistance, which in full ships at moderate speeds com- 
prises about 70 percent of the total resistance ; but very 
probably, as in the case of the Monitoria, there are 
forms for ships’ hulls yet unknown which will admit of 
a reduction of that part of the residuary resistance 
which is due to wave making. 


502 


Progress of Naval Vessels. 
The Bureau of Construction and Repair, Navy Department, 
reports the following percentages of completion of vessels for 
the United States navy: 


BATTLESHIPS. 
Tons. ee Sin 2 ents Novas 
5 rolina.. 16,000 18% Vm. Cramp ONS je oie) «/e)siere ¥ bs 
Bean .-- 20,000 21 Newp’t News Shipbuilding Co. 96.8 97.4 
North Dakota 20,000 21 Fore River Shipbuilding Co.. 95.2 96.6 
Florida .... 20,000 2034 Navy Yard, New York....... 33.7 88.3 
Utah ....... 20,000 2034 New York Shipbuilding Co.. 44.4 50.0 
Arkansas ... 26,000 20% New York Shipbuilding Co... 0.0 1.0 
TORPEDO-BOAT DESTROYERS. 
Smiths 700 28 Wim GramprceSonseerenener ite 98.4 99.4 
Lamson .... 700 28 Wm. Cramp &'Sons......... 91.4 92.8 
Preston .... 700 28 New York Shipbuilding Co... 94.8 95.9 
Reidgeeeteteciela 700 28 eM IGRI NWO, 656000000000 94.3 100.0 
Paulding ... 742 29% Bath Iron Works............ 86.3 46.1 
Drayton .... 742 29%% Bath Iron Works............ 30.5 37.0 
IRS 6 000000 742 29% Newp’t News Shipbuilding Co. 64.6 66.4 
IRSA? cood00 742 29% Newp’t News Shipbuilding Co. 63.9 65.8 
Perkins .... 742 29%4 Fore River Shipbuilding Co... 56.0 59.3 
Sterrett ..... 742 29% Fore River Shipbuilding Co... 53.4 58.1 
McCall ..... 742 29% New York Shipbuilding Co... 29.6 34.2 
Burrows .... 742 29% New York Shipbuilding Co... 29.2 34.2 
Warrington... UC RDA Nien, Crem & SOR 555000000 47.3 53.0 
Mayrant 742 29%4 Wm. Cramp & Sons......... 51.5 54.6 
No. +22 «+--+ Newp’t News Shipbuilding Co. 1.1 8.2 
No. co0o ~— lakdal Iran WO og s4aca0000 4.0 7.9 
No. --.- Fore River Shipbuilding Co... 3.2 5.2 
No. +» Fore River Shipbuilding Co... 5.3 8.2 
No. c00. «6(on00)=6 Wh, Crema 2 SMG 66000000 1.7 3.4 
SUBMARINE TORPEDO BOATS. ; 

Stingray .... 000 Fore River Shipbuilding Co... 99.1 100.0 
sharponeerecete 900 00 Fore River Shipbuilding Co... 99.1 100.0 
iBonitaweerecere 000 00 Fore River Shipbuilding Co... 99.0 100.0 
Snapper .... : Fore River Shipbuilding Co... 99.0 99.3 
Narwhal : Fore River Shipbuilding Co... 98.9 100.0 
Grayling .... Fore River Shipbuilding Co... 98.5 100.0 
Salmon . Fore River Shipbuilding Co... 86.7 87.0 
SEM cooos0c Newp’t News Shipbuilding Co. 26.2 28.2 
(C2K) Gaooc0c 6 Union Iron Works.......... GO” WG@ 
Barracuda .. 500 WnionwlinonmWVioTksseeee eee 6.1 16.1 
Pickerel .... ate Anas Mlerem COoo5cq0000d0000 10.7 13.0 
Skatemeernerete S06 ANS MOREE COoccosac0b00000 10.6 13.1 
Skipjack Fore River Shipbuilding Co.. 7.6 8.4 
Sturgeon Fore River Shipbuilding Co.. 7.6 8.4 
Tuna Newp’t News Shipbuilding Co. 3.8 7.7 


ENGINEERING SPECIALTIES. 


Improved Calibrating Apparatus for Hydraulic and 
Other High=Pressure Gages. 

The bursting of machine parts and fittings from excessive 
fluid pressure is usually accompanied by considerable danger, 
expense and delays for repairs. For this reason pressure gages 
should be calibrated at, regular intervals. Under the higher 
hydraulic pressures it is frequently the case that the same 
gage will show different percentages of error. at different pres- 
sure readings, and these can be compensated for in ascertain- 
ing the true pressure only by comparing with a “master” gage 
of known accuracy or by loading with a known pressure. 

The outfit which we illustrate performs these two functions 
of testing by comparison with a master gage and of testing the 
accuracy of the master. 

For the first only the part on top of the stand is required. 
This consists primarily of a cross made of hydraulic bronze. 
The gage being tested, which may register any pressures up to 
16,000 pounds per square inch, and the master are attached to 
the front and back ends of the cross respectively. At the 
left is a crank-operated screw displacement piston, by means 
of which the desired pressure may be produced within the 
pressure. chamber. A suitable stuffing-box prevents leakage 
past the piston. To the right end is connected a stop valve 
and filling cylinder. This permits (1) some of the liquid to 
be withdrawn from the pressure chamber before removing the 
gage being tested and (2) filling after a gage is put on. There 
is thus no danger of spilling the oil. 

For testing the master gage, the special weight-loaded, hard- 
ened and ground steel piston and cylinder are attached at the 
right by means of flexible copper tubing, as shown. These 
parts are cut out by a stop valve when not testing the master. 
The cylinder is long enough to have the center of gravity of 


International Marine Engineering 


DECEMBER, 1909. 


the weight below the center of support. When the weights 
are revolved the friction due to lifting the weights is prac- 
tically eliminated. 

The aparatus is made by the Watson-Stillman Company, of 
New York. 


Crude Oil Engine for Marine Purposes. 

Road & Rail Engineering, Ltd., of Duffield, near Derby, 
have just placed on the market an internal combustion engine, 
known as the Duffield crude oil engine, which is designed 
particularly for use as auxiliary power for small and medium- 
sized coasting vessels, where the main requirements are small 
initial outlay, low cost of fuel, ease and simplicity of opera- 
tion, elimination of dangerous volatile fuels and accessibility 
for adjustment. 

Small capital outlay is necessary, since such engines are 
used, perhaps, only 2 or 3 hours a day. This has been se- 
cured by arranging for a normal speed of 600 revolutions per 
minute, both for the 25 and 50-horsepower sizes, keeping the 
maximum pressure within normal limits, and making all parts 
as plain and simple as possible. The fuel used is crude, un- 
refined paraffin (kerosene) oil, such as is used for the en- 
richment of gas in gas works, and which can be bought at 
almost any English port for half the price of ordinary refined 
paraffin (kerosene). This fuel can be used with success in 
this engine, since by means of a novel form of vaporizer the 
troublesome “hard base,’ which ordinarily forms tarry de- 
posits in the cylinder and clogs the valves, is entirely re- 
moved before the explosive mixture enters the cylinders. 
The oil is injected under pressure into a form of atomizer 
and is thrown in the form of a finely divided spray into a 
cylindrical chamber, which is heated externally by the ex- 
haust gases. Thus that portion of the oil which is suitable 
for use in the cylinders is vaporized and drawn together with 
the necessary air into the cylinders. The “hard base,” which 
will not vaporize at ordinary temperature, is thrown against 
a collector and runs down a drain. At starting, the same 
atomizer as is used for running is used to blow the flame 


DECEMBER, 1909. 


International Marine Engineering 


593 


through the vaporizer for the preliminary heating. Air is 
admitted during this process by openings near the atomizer, 
and, by opening a valve at the end of the vaporizer, the flame 


passes straight through into the exhaust. No petrol (gaso- 
line) or other spirit is required at starting, neither are ex~- 
ternal lamps’ necessary. 

The system of governing in this engine is important. The 
valves controlling both oil, air and the resulting vaporized 
mixture are acted upon simultaneously, and the relative mo- 
tions are so designed that, it is claimed, the mixture in the 
cylinders is always such as to give the maximum efficiency at 
the particular load on the engine. Over 50 percent speed 
regulation can be obtained almost instantly. 
either by high-tension trembler coil or low-tension magneto. 


The Straub Marine Two=Cycle Scavenging Engine. 


These engines, built by the Page Engineering Company, 
Baltimore, Md., are of the scavenging type, and resemble in 
this respect the well-known Korting stationary engines. While 
the engine is two-cycle in principle, in that an explosion takes 
place every revolution in each cylinder, the Straub engine 
otherwise bears scarcely any resemblance whatever to the two- 
cycle engines as known in the marine trade. In general ap- 
pearance it is very similar to the four-cycle, having cams and 
valves, and while it is claimed to be of equal efficiency and 
reliability, possesses the tremendous advantage of greater 
power on less weight and space. To this must be added 
greater simplicity and less first and last cost. 

The explosive charge after expansion is completely blown 
out by a charge of clear air, with perfect scavenging effect, 
before the fresh charge of explosive mixture is admitted to 
the cylinder. The admission of the latter is so timed that none 
of the gas is lost through the exhaust ports. With a clean, 
cool charge a high compression can be carried with a mean 
effective pressure equal to the best four-cycle practice. 

The Straub scavenging engine was primarily designed to 
meet the exacting requirements for a successful producer-gas 
engine, and it is claimed by the manufacturers to be the only 
engine built in America to-day which successfully fulfills these 
specifications for marine service. The very elements of de- 
sign that make for the successful gas engine produce a gaso- 
line engine of equal merit. Both producer gas and gasoline 
can be used with a change only in compression. 

The cylinders and pistons are trunketed, the working, or 
explosive, cylinder being of the ordinary construction, with 
the exhaust ports extending around the entire circumference 
of the cylinder. The exhaust gases pass with the utmost 
freedom from the cylinder to a large water-jacketed exhaust 
manifold or receiver, bringing the pressure almost instantan- 
eously to atmospheric, if not, indeed, creating something of a 
vacuum in the cylinder itself, due to the velocity of the ex- 


Ignition ‘is’ 


haust. The cylinder and piston are enlarged below the ex- 
haust ports, thus forming an annular ring or space, which 
serves as the gas compressor. Clear air only is compressed in 
the base, and of a volume about 50 percent in excess of both 
the working piston displacement and clearance in the com- 
bustion chamber, the full diameter of the enlarged piston 
being effective for this purpose. Both air and ‘gas are ad- 
mitted to the cylinder through a mechanically-operated inlet 
valve in the cylinder head. This valve is so controlled that 
part of the air is admitted first, and completely blows out the 
burnt gases, not only performing the scavenging: function but 


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also cooling off the igniter, valve, interior of the cylinder 
and head of the piston. A further opening of the valve admits 
the gas, which mixes intimately with the air from the base. 
It is claimed that no back firing is possible, and the charge 
being fresh and cool a compression of 85 pounds on gasoline ; 
and 150 pounds on producer gas can be obtained without pre- 
ignition. 

These engines adapt themselves very favorably to air-start- 
ing and reversing, and three-cylinder engines of this type are 
equivalent in this respect to the six-cylinder of the four-cycle 
type, same bore and stroke. In fact, the mechanism required 
for reversing is so simple that the operation can be com- 
pared very closely to’ that of a steam engine with one lever 
for the throttle and one lever for the reverse. The ignition is 


504 


International Marine Engineering 


DECEMBER, 1909. 


either make-and-break or jump-spark, with magneto-geared 
or Bosch magnetic make-and-break. 

These engines are built in three-cylinder sizes: 7 inches. 
by 9 inches, 2, 3 and 4 cylinders rating on gasoline up to 60 
horsepower at 350 revolutions per minute; 9 inches by 12 
inches, 2, 3, 4, 6 cylinders rating up to 200 horsepower on 
gasoline at 300 revolutions per minute; 12 inches by 16 inches, 
3 and 4 cylinders rating up to 200 horsepower on producer gas 
at 225 revolutions per minute. 


The V. S. M. ‘Turret’? Lock Nut. 


The collar of the “Turret” nut, manufactured by Vickers 
Sons & Maxim, Ltd., 32 Victoria street, London, S. W., is 
provided with six or more adjusting split-pin holes, and the 
bolt with one or two slots, according to its diameter. The holes 
and the slots combined, as will be seen from the illustration, 
allow of a fine adjustment; in the 1-inch size, for instance, the 
lineal movement for each step between nut and bolt would be 


} 


SSS 


.005 inch. The holes for split-pins and the slot in top end 
of bolt are always in view, making it easy to locate the aline- 
ment of both, and so preventing the workman from over- 
stressing them; further, the slot in bolt can be used with a 
screwdriver to prevent any turning when nut is being screwed 
on. This removes any necessity for “feathers” or hexagon 
headed bolts, and adds to the economy gained by using the 
device 


The American Thompson New Exposed Spring 
Improved Indicator. 


With all the activity which has been stimulated in the in- 
dicator field during recent years, it is interesting to note the 
latest development of the original Thompson indicator, made 
by the American Steam Gauge & Valve Manufacturing Com- 
pany, Boston, Mass. This new indicator, shown in the ac- 
companying illustration, is styled by its makers the ‘“Ameri- 
can Thompson New Exposed Spring Improved Indicator.” 
Although this new indicator has been in the process of de- 
velopment for some time, it has been but recently placed on 
the market, yet the success with which it has met, and the com- 
mendation it is everywhere receiving, make it worthy of 
special mention, as it is claimed to be one of the most prac- 
tical and successful improvements in the development of in- 
dicators since the invention of the detent motion. 

One of the basic causes for the superior accuracy of the 
American Thompson indicator, is the short piston rod which 
the spring surrounds; in other words, the shorter the piston 
rod, the less the liability of binding, and therefore the greater 
uniformity and accuracy. This new type of exposed spring 
is accomplished without increasing the length or weight of 
the piston rod to any appreciable extent, thus avoiding any 
increase of inertia in the moving parts; an error of design 


liable to be found in outside spring construction. This de- 
sign is claimed to accomplish all the accuracy originally 
gained with the short piston rod, with the advantage which 
all exposed or outside springs possess of being impervious to 
the effects of heat or cold, and readily changed. 


Annual Meeting of the American Society of 
Mechanical Engineers. 


The thirteenth annual meeting of the society will be held in 
the Engineering Societies’ building, 29 West Thirty-ninth 
street, New York, Dec. 7 to 10. 


TECHNICAL PUBLICATIONS. 


Machine Shop Drawings. By Fred H. Colvin. Size, 4% 
by 634 inches. Pages, 139. Figures, 91. New York, 1909: 
McGraw-Hill Book Company. Price, $1.00 net. 

This little book, which is of convenient pocket size, is in- 


tended to help those who do not thoroughly understand the 
reading of drawings rather than as an attempt to teach draw- 
ing itself. The first thing an apprentice must learn in any 
kind of machine work is how to read a drawing. Familiarity 
with reading of drawings leads easily to the making of the 
drawings themselves. Many actual examples are given in the 
book from the drawing-room practice of the leading shops in 
America and the meaning of each is carefully explained. 
Some attention is given to laying out work, such as gearing of 
different kinds, and some hints are also given in regard to 
sketching. 


Slide Valve Motion for Marine Engineers. By Peter 


Youngson. Size, 71%4 by 934 inches. Pages, 132. Figures, 74. 
Glasgow, 1909: James Munro & Company, Ltd. Price, 5s. 
net. 


Various attempts are frequently made to fill in the gaps 
between purely theoretical and purely practical training in 
various lines of mechanical work by means of books treating 
of theoretical subjects in a practical way. This book comes 
under this class, and is intended primarily to give an appren- 


_tice as good a practical knowledge as possible of the design, 


construction and handling of various types of valve gear be- 


DECEMBER. 19090. 


fore he has an opportunity for actual sea service. Not only 
will those students who lack practical experience find the book 
useful, but also seagoing engineers who lack theoretical train- 
ing will find the book equally interesting and instructive. It 
is clearly and concisely written and amply illustrated with de- 
tailed diagrams. The final chapter includes 100 questions on 
slide-valve motion which have been selected from Board of 
Trade examinations. A thorough mastery of this book should 
give the applicant for a Board of Trade certificate reasonable 
confidence to approach the examinations relating to slide valves. 


Engine Lathe Work. By Fred H. Colvin. Size, 4% by 
634 inches. Pages, 180. Figures, 127. New York, 1900: 
Hill Publishing Company. Price, $1.00 net. 


STANLEY K. GREEN 


BOILER 


COMPOUADS 
BOSTON MASS. 


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COMPANY... 


NOTE.—Our Boiler Compounds can be bought through 
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delphia — Baltimore — Norfolk— Havana. 


Compound ‘prepared for your case and 


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International Marine Engineering 505 


The fundamental principles of the proper running of all 
machine tools, while well known by the older mechanics, must 
be learned by apprentices and younger machinists. This book 
is offered as an aid to such young men, and, therefore, it is 
not intended to present anything startlingly new in the way of 
machine-shop practice. The suggestions and methods out- 
lined represent, however, good shop practice; and while they 
have been written especially for those with a limited experi- 
ence, it is quite probable that many ideas and suggestions may 
be new to some of the older men who have not had a chance 
to see what other shops are doing. Naturally, the first chapter 
of the book is devoted to a detailed description of the engine 
lathe. Following this the various operations are described. 


BOILER COMPOUNDS 


JACOB W.HOOK 


BALTIMORE. 


913-915 S. BROADWAY. 


mco< Wc rrn- 


NORFOLK VA. 


41-43 COMMERCIAL PLACE 


Visit us 


30 CHURCH ST. 


SELECTED MARINE PATENTS. 


The publication in this column of a patent specification does 
not necessarily imply editorial commendation. 

American patents compiled by Delbert H. Decker, Esq., reg- 
istered patent attorney, Loan & Trust Building, Washington, 
ID, C 


920,283. FLOATING DRYDOCK. 
NELLY, OF BROOKLYN, N. Y. 


Claim. 2.—In a floating drydock, pontoons comprising transverse 
beams at top with spaces between them, transverse beams at the bot- 
tom with spaces between them, longitudinal beams at the top and bot- 
tom, a truss member, diagonal braces, and tension members having 
plates that are mounted on and bridge the longitudinal beams in the 
spaces between the transverse beams. Three claims. 


925,506. APPARATUS FOR CONDENSING STEAM. 
ARTHUR QUIGGIN, OF LIVERPOOL, ENGLAND. 

Claim 1,—In apparatus for condensing steam or for heating or evapo- 
rating water by steam, a casing, tube plates, heat transmitting surfaces 
within said casing and connected to the tube plates, comprising straight 
or substantially straight tubes having each a trough or troughs extend- 
ing longitudinally thereof on its upper side, the tubes being arranged 
with a slope so as to collect and canvey to one end of the tubes and 
casing. the drainage resulting from the condensation of the steam on 
the outer surface of the tubes. Five claims. 


926,007. SUBMARINE OR SUBMERGIBLE BOAT. 
LAKE, OF BRIDGEPORT, CONN., AND EDWARD LASIUS 
PEACOCK, OF WEST MOUNT, MONTREAL, QUEBEC, CAN. 
ASSIGNORS [TO THE LAKE TORPEDO BOAT COMPANY, A 
CORPORATION OF NEW JERSEY: 

Claim 2.—A submarine or submergible boat, constructed with an inter- 
mediate double-compartment section, a substantially semi-circular hull 
portion arranged below the section, bow and stern sections extending 


WILLIAM THOMAS DON.- 


DANIEL 


SIMON 


from the ends of the said double-compartment section and from the 
said hull portion, the axes of which are upwardly inclined toward the 
extreme ends of the boat. Fifteen claims. 


926.065. SUBMARINE VESSEL. SIMON LAKE, OF BRIDGE- 
PORT, CONN. Bs 

Claim 5.—A submarine vessel, having a navigating turret extending 
from the hull thereof, air and water-tight compartments arrangéd in the 


turret, one of which forms an air duct which communicates with the 


hull of the vessel, a valve-controlled opening leading into the duct, and 
a valve controlling the innerend of the duct. Twenty-eight claims. 
928,957. STEERING MECHANISM. LOUIS GABETTI, OF 
HOBOKEN, N, J. 
Claim 1.—In a steering mechanism for vessels, a casing formed in 
the side of the vessel and having pockets therein, said casing opening 


into the water, a shaft extending through the casing, packing plates 


arranged in said pockets, and connected to said shaft, a frame in which 
the shaft is journaled, a steering propeller arranged in the casing and 
carried on the shaft and means for shifting said frame. Two claims. 


International Marine Engineering 


DECEMBER, I90Q. 


929,139. BARGE. HENRY WILLIAM KIRCHNER, OF ST. 
LOUIS, MO., ASSIGNOR TO RIVER & RAIL TRANSPORTATION 
See OF GUTHRIE, OKLA., A CORPORATION OF OKLA- 

Claim 9.—The combination with a barge of a plurality of inter- 
changeable boxes, each having fastening devices at its ends, said 
barge having divisions whose widths are multiples of the space required 


SSS 
= 


by. a single box, and the partitions between the divisions of a barge 
being provided with means for co-operating with the locking devices on 
the boxes, and with horizontal tracks, and skids on said tracks for 
supporting said’ boxes. Ten claims. 


British patents compiled by G. F. Redfern & Company, 
chartered patent agents and engineers, 4 South street, Fins- 
bury, E. C., and 21 Southampton building, W. C., London. 


9,679. PROPELLERS. P. ST. G. KIRKE, SCOTLAND. 

Claim.—Water enters and is by vanes rotated so that the centrifugal 
action maintains a constant pressure on its outer walls, whilst its rate 
of axial flow is not retarded, The rotary direction is changed by other 
vanes to’ an axial, rearward direction for propelling the vessel. A 
smaller similar propeller may be used in running astern !and may be 
combined with the main propeller. 


23,981. DREDGING. J. M. CRYER, POULTON-LE-FYLDE, AND 
Cc. A. HOLT, BOLTON, LANCASHIRE. c 

In dredging apparatus for cleaning mill and other reservoirs, one or 
more portable pontoons are employed, which are adapted to be readily 
taken to pieces for storage or removal from one reservoir to another. 
The deck has a baseplate with a footstep for the central post of a 
crane carrying a dredging bucket. The sludge pump, also located on the 
deck, may be provided with flexible suction piping having a rose or 
nozzle at its end. 


27,266. SUBMARINES. A. J. KEMP, F. W. RANDALL, SOUTH- 
SEA, AND F. A. PRIMROSE, FOLKESTONE. 

Claim.—The fine adjustment of the degree of submersion or immer- 
sion of submarines is here effected by simultaneously controlling the ad- 
mission and discharge of water to or from the auxiliary ballast tanks, a 
pair of which is provided equidistant fore and aft of the ‘buoyancy 
center and preferably on opposite sides of the vessel. These tanks have 
displacers or pistons actuated by screws, which engage a cross-head fast 
on the piston rod. The screws are turned by wormwheels engaging 
worms on a shaft, which also similarly operates the other displacer or 
piston, a portion of the shaft being provided with universal joints or 
other devices to allow transmissi gi, of power from one side of the 
ship to the other. ‘ ‘ 


26,794. SUBMARINE VESSELS. R. D’EQUEVILLEY-MONT- 
JUSTIN, KIEL, GERMANY. k 

The steam required to drive the prime mover for the propulsion of 
submarine vessels is generated in a'boiler, fired in the ordinary way, 
when the vessel is awash; but when the vessel is submergéd, the steam 
is generated in the well-known way in fireless boilers, by ‘means of an 
absorbent medium, such as caustic soda, caustic potash, or the like. 
The boiler is divided into compartments, some of the compartments being 
adapted to receive water and some.'the absorbent medium. Preferably 
the compartments are placed alternately. Tubes pass horizontally through 
the compartments and are fitted with central divisions. ‘Lateral oscil- 
lations of the water in the boiler are prevented by a central longitudinal 


division. Under the boiler is situated the heating channel for oil fir- 
ing, from which heating tubes lead through the compartments to the 
smoke passage. From the compartments steam is led to the engine 
from which it is exhausted by pipes leading to the compartments and 
the condensed respectively. The condensed stedm is pumped into the 
boiler in ordinary running; but when submerged, the steam passes 
through the soda solution in the compartments, and the heat generated 
is utilized in evaporating the water in the other compartments. When 
the vessel is again awash, the heating chamber is once more used, and 
the water taken up by the soda solution will be returned to the con- 
denser, Cocks and valves are fitted as found necessary. 


b 
h 


JANUARY, 1900. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 
The Buffalo fan system of heating and ventilating is ex- 
plained in detail and fully illustrated in catalogue 197 pub- 
jlished by the Buffalo Forge Company, Buffalo, N. Y. 


The Wheeler-Edwards air pump is the subject of a 32-page 
treatise published by the Wheeler Condenser & Engineering 
‘Company, Carteret, N. J. The peculiar action of the Wheeler- 
Edwards pump in handling both air and water is explained, 
and it is shown how the absence of foot and bucket valves, 
and an exceedingly small clearance, results in the attainment 
of a high vacuum, otherwise to be had only by means of 
separate dry vacuum pumps, hot-well pumps and air coolers. 
Various types of Wheeler-Edwards pumps are shown, also 
a number of large steam turbine installations in which these 
pumps are used, The latter half of the book is made up of 
discussions of the principles of air pumps, tables of mixed 
vapors, a complete and original table of saturated water vapor 
from 60 to 180 degrees F., etc. The final section gives prac- 
tical instructions for the handling of pumps of this character. 
This booklet should be valuable to anyone interested in 
vacuum machinery. 


Stereo binoculars are described in an illustrated catalogue 
published by the Bausch & Lomb Optical Company, Rochester, 
N. Y. “In presenting this booklet, we again bring to your 
‘attention the wonderful improvements which recent years 
have worked in field glasses by the addition of the Bausch & 
Lomb-Zeiss binoculars and by the introduction of the novel 
optical principles upon which they are based. ‘The field glass 
was then converted from a heavy, unwieldly instrument into 


.a binocular of such concentrated power that it becomes at 


once an appreciated companion in peace and a necessity in war. 
All of the objectionable features present in the older type 
of glasses have been eliminated in our present instruments. 
To secure compact construction and great power, Porro prisms 
and astronomical eyepieces are called into service, resulting in 
an eight-power glass measuring but 4 inches in length. The 
Porro prisms cause the rays to be bent upon themselves in 
such a way as to greatly shorten the glass and at the same 
time the inverted image given by the objective is reinverted 
and seen in its natural position. To secure lightness in 
weight, aluminum, carefully ribbed for strength, is used for 
the body, which is handsomely and durably finished.” 


Turret lathes are described and illustrated in a vest-pocket 
calendar just issued by Pratt & Whitney Company, 111 Broad- 
way, New York City, in which the statement is made that the 
variety of sizes of this style of turret lathe enables the 
manufacturer to install a machine particularly applicable to the 
work to be done. 


Users of slow-speed, heavy-duty gasoline engines, suit- 
able for fishing boats, tugs, working boats, heavy cruisers, etc., 
should write to the Buffalo Gasolene Motor Company, 1209 
to 1221 Niagara street, Buffalo, N. Y., mentioning this maga- 
zine, and ask for a free copy of this company’s catalogue, 
just published. Not only are gasoline engines of the type men- 


tioned listed in this catalogue, but also the company’s regular ' 


type 2 to 100 horsepower, with two to six cylinders, and the 
high-speed type 50 and 75 horsepower, four and six cylinders. 
The catalogue is a handsomely illustrated 48-page book. The 
Buffalo line for 1909 includes eleven sizes of the regular type 
of medium weight, medium speed engines; eight sizes of the 
company’s slow-speed, heavy-duty type, and the new Buffalo 
type of light-weight high-speed engines, built in four and six 
cylinders, sizes 61% inches by 634 inches. 


A valuable machine tool catologue has just been issued 
by Manning, Maxwell & Moore, 85 Liberty street, New York 
City. This is a 9 by 13% cloth-bound volume of 1,174 pages, 
containing 2,570 illustrations. The publishers state that it is 
the only catalogue in existence gi ing a thorough presenta- 
tion of modern machine tools destined for service with high- 
speed steel and the latest devices in motor drives. The tools 
illustrated and described are carefully grouped, in order to 
enable any one examining the book to conveniently investi- 
gate the different lines of machine tools. For example, the 
first 125 pages are exclusively devoted to a general line of 
tools for service in railroad machine shops. A large section 
is devoted to electric traveling cranes, dock cranes, wrecking 
cranes, and similar devices; other sections to lathes of every 
description, steam hammers, punches and shears. Other ma- 
chines of special interest to boiler makers, railway shops and 
shipbuilders are largely represented. The book is beautifully 
printed, and the half-tone illustrations are all of excellent 
quality. The catalogue should prove of great value to all 
purchasers of machine tools of any description, 


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. E. HEINKE & CO. 


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Highest Awards 


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Manufacturers of - - 

PATENT SUBMARINE 
TELEPHONES, 
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Etc., Etc. 


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Cables :—‘* HEINDIG, LONDON.” 
Codes: 


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When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


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Telephone :—1998 HOP. 
ae) 


International Marine Engineering JANUARY, 1909. 


The Copes pump governor and boiler feed regulators are 
described in a catalogue distributed by the American Boiler 
Economy Company, North American building, Philadelphia, 
Pa. 


Manganese bronze, for propellers, connecting . rods, 
hydraulic machinery, etc., is the subject of a folder published 
by the Lumen Bearings Company, Buffalo, N. Y. These circu- 
lars give a table showing the comparison between the strength 
of this company’s manganese bronze and the usual govern- 
ment specifications. The government specifications call for a 
strain per square inch of 60,000 pounds; whereas, tests of the 
Lumen Bearings Company’s bronze are stated to have shown 
in every case much higher tensile strength, in one instance 
showing as high as 80,690 pounds. 


The Bucket Catalogue just published by the Brown Hoist- 
ing Machinery Company, Cleveland, Ohio, covers thoroughly 
the product of the company in this line. “Brownhoist” grab 
buckets for handling coal, etc., are used the world over, and 
are said to be generally recognized as the most efficient grab 
buckets on the market. The well-known two-rope buckets and 
pockets are used on many different types of machines. The 
“Brownhoist” single-rope buckets, for use on existing ma- 
chines having but a single drum engine, are also described and 
pictured. Automatic dumping tubs, shovels, buckets, etc., are 
also shown. ‘The printing and illustrations of this catalogue 
are beautifully done, and a heavy coated paper is used. A 
free copy will be sent to any of our readers mentioning this 
magazine. 


Chain blocks, electric hoists, trolleys and cranes are de- 
scribed in a handsomely illustrated catalogue published by the 
Yale & Towne Manufacturing Company, 9 Murray street, 
New York City. These hoists are used for a great variety of 
purposes, in engine rooms, boiler shops, locomotive works, car 
factories, etc. Regarding this company’s electric hoists the 
statement is made, “The efficient handling system does not 
require a crane to neglect heavy work and hurry across the 
shop to take care of some small lift. The practical equipment 
includes electric cranes for heavy loads, electric hoists for con- 
stant lifting in serving machines or assembling, and small 
electric hoists or chain blocks for conveying small pieces in 
all stages of manufacture. The electric hoist is as important 
in the average shop as the heavy crane. A large number of 
lifts in a short time by manual labor is an expensive item. 
Electric hoists are economical, even when substituted for the 
cheapest labor. They are in a class midway between chain 
blocks and heavy-duty traveling cranes, giving from five to 
ten times the speed of hand hoists and costing only the frac- 
tional part of electric traveling cranes. An electrical hoist will 
operate continuously all day on from 15 to 40 cents’ worth of 
power. Any shop can install overhead handling systems of 
I-beam track or swinging jib cranes. The cost is moderate 
and the head room limited. Supplementary small hoists in- 
crease 50 percent or more the efficiency of the heavy cranes.” 


“Our New Product” is the title of Bulletin No. 158 of the 
engineering series published by the B. F. Sturtevant Company, 
Hyde Park, Mass. “A glance at the following pages shows 
that we have made a special study of centrifugal fans, the 
methods and machines for driving them, and. the apparatus 
with which they are used, such as heaters, economizers, forges, 
dust collectors, ete. In other words, the B. F. Sturtevant 
Company are blower and fan specialists. For fifty years we 
have been building centrifugal fans. During this period con- 
stant progress in design and improved methods of construc- 
tion have made Sturtevant blowers and exhausters the most 
efficient and satisfactory for every condition—large or small 
volume, at high or low pressure, and for high or low rotative 
speed. This is the result of improving the blower itself, and, 
what is of greater importance, making it best suited com- 
mercially to heating, ventilating, drying and mechanical draft 
apparatus. Sturtevant blower sets are compact units, of very 
high mechanical efficiency, and easily operated. The motors, 
engines or turbines were designed especially for direct con- 
nection to blowers and exhausters, the speeds and powers 
coinciding with the most economical blower speeds. These 
sets, with heaters, economizers, forges, etc., are in constant 
operation in many of the largest industrial plants, power 
houses and public buildings. Another result of fifty years’ 
experience in building and using centrifugal fans is the largest 
plant in the world devoted to the manufacture of blowers, ex- 
hausters and allied apparatus. Such facilities provide means 
for testing all apparatus under proper conditions. The com- 
plete lines enable us to carry on extensive research work, to 
which we owe our pre-eminent position in the centrifugal fan 
business.” 


8 


ea 1 | fj 


S STARRETT 
ruwenro x04 J “Kikctnussusa> 2 HO409 
jae 


No. 30. 
THE L.S. STARRETT Co. 


AIMOL, MASS. USAe 


And Instruments of Precision 


STANDARD THE WORLD OVER 


CATALOGUE 18-L FREE 


THE L. S. STARRETT CO. 


ATHOL, MASS. 


The Powell 
‘‘White Star’’ Valve 


RENEWABLE 
REVERSIBLE and 
REGRINDABLE 


The only valve on 
the market today com- 
bining the above 
features. 

The White Star 
Renewable, Reversi- 
ble and Regrindable 
disc, being made of a 
peculiar white bronze, 
will resist high tem- 
peratures and the 
wearing action of 
superheated steam. 


The reversible and 
renewable features 
alone make it the most 
economical valve on 
the market today. 


Specify Powell 
to your jobber and 
insist on getting 
what you specify. 


LOOK FOR THE NAME 


THE WM. POWELL CO. 
CINCINNATI, OHIO 


NEW YORK, 254 CANAL STREET PHILADELPHIA, 518 ARCH STREET 
BOSTON, 239-245 CAUSEWAY 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JANUARY, 1909. International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


[ you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from ‘“‘first hand’’ experience? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


_ Patent Agent in Japan.—Patents, trademarks; most re- 
liable, experienced engineer. Y. Tsurumi, 144 Bentencho, 
Ushigome, Tokio. 


The only Hoo when com- 
Vibration- fae pared with 
Proof Electric ff) heaters not 
Thermostat <7 regulated. 
mn existence. te : This is prov- 
Will abso- 8 2 en by records 


lutely main- WH taken on 
tain accurate ff board of 


Day and 


modern trans- 
Atlantic 
liners. We 


will submit 


Night Tem- 
peratures in 
electrically 


heated rooms. |). 
It saves from |) these records 


40 to 50% \ to anyone 


of current interested. 


Mechanism ot Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


British Agent: JOHN CARMICHAEL 
Crookston, Eaglescliffe, Durham 


9 


When writing to advertisers, please mention 


The index data cards published by the Hess-Bright Manu- 
facturing Company, Philadelphia, Pa., have been extended in 
scope to cover a wider field for engineers, designers and 
draftsmen. The first sheets of a standard 9 by 12 series have 
just been issued, and are devoted to pictorial explanations of 
the principles of correct mounting of ball bearings. 


The Almy Water Tube Boiler Company, Providence, R. 
I., is distributing a folder calling attention to the good points 
claimed for this company’s boiler, among which are perfect 
circulation of the water, safety, durability and economy. It 
is said that 5 or 10 percent of coal is saved each day in 
getting up steam because of the boiler’s ability to steam 
quickly. 


Marine engines are described in an illustrated catalogue 
just published by Termaat & Monahan Company, Oshkosh, 
Wis. The statement is made that this catalogue is published 
in the interest of marine motor power, and while it has made 
special reference to the details and results of Termaat & 
Monahan engines and accessories, it contains information of 
great value to all operators of marine gasoline engines. 


“The Motor that Motes,” made by the Bridgeport Motor 
Company, Bridgeport, Conn., is the subject of an illustrated 
catalogue just issued. The catalogue calls special attention to 
the absence of radical changes in the company’s 1909 motors. 
Aside from general refinement of detail no material changes 
have been made for several seasons, as the manufacturers 
state that all weak or objectionable features were obliterated 
long ago. This company makes a specialty of a heavy, slow- 
speed motor suitable to large, heavy-working boats. 


The “Swartwout” cast iron exhaust head and centrifugal 
steam and oil separator are described in an illustrated cata- 
logue published by the Ohio Blower Company, Cleveland; 
Ohio. The catalogue states that the “Swartwout” apparatus 
is the practical evolution of a theory born of years of ex- 
perience in the separation of entrained particles from air 
and steam. This catalogue also explains the development of 
the helico-centrifugal principle, of which the “Swartwout” 
apparatus is said to be a practical application. 


The Ryan-Canning boat-handling device, made by the 
Boat Handling Gear Company, 91 Wall street, New York, is 
described in an illustrated catalogue this company has just 
issued. This device recently received a demonstration on the 
Ward liner Havana, when the following result is stated to 
have been obtained: A 27-foot lifeboat, weighing about 2 
tons, was unlashed, swung out, lowered 50 feet into the water; 
tackles unhooked, guys and boat painter secured, boat cleared 
of the ship, with men in it, in 37 seconds; the entire operation 
being carried on by four men only. 

Air compressors are described and illustrated in publica- 
tion No. 386 distributed by the National Brake & Electric 
Company, Milwaukee, Wis. The statement is made that this 
company, to satisfy the demand for compact, self-contained 
air compressors, so constructed as to be free, as far as pos- 
sible at all times, from breakdowns, has perfected and placed 
upon the market an extensive line of air compressing appa- 
ratus, including both stationary and portable motor-driven 
compressors, belt driven and direct-connected types, and com- 
bined air compressor and water pump units. 


Ship carpenters’ tools and other tools are described in an 
illustrated catalogue of 48 pages published by the Snell Manu- 
facturing Company, Fiskdale, Mass., a free copy of which will 
be sent to any reader mentioning this magazine. In this 
catalogue the company especially calls attention to its new 
line of solid auger bits, which are warranted equal in every 
respect to any made in the world, both for quality of the 
manufacture and for the excellence of their boring qualities. 
This company carries a very full line of ship auger bits, and 
they are fully illustrated and described in addition to having 
a price list attached. Among the other tools described and 
illustrated in this catalogue are boring machines, screwdrivers, 
reamers, cold chisels, etc. 

Ball and roller bearings are the subject of illustrated cata- 
logue No. 24 just issued by the Standard Roller Bearing Com- 
pany, Philadelphia. This is a volume of 200 pages, and ex- 
plains in full the various uses to which roller and ball bearings 
are put. The statement is made that the use of roller bearings 
in machine construction has increased greatly during the past 
few years. This company’s roller bearing propeller thrusts 
are said to be especially adapted for use on launches and 
marine motors and engines. For a heavier class of vessel the 
company makes a special bearing, and is prepared to apply its 
bearings to any size of steam vessel, the result’ being, accord- 
ing to the manufacturer, that speed is increased and the con= 
sumption of coal and oil greatly reduced. 


INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JANUARY, I909. 


Steam boiler specialties, such as blow-off valves and gage 
cocks, are described in a catalogue distributed by the A. W. 
Cadman Manufacturing Company, Pittsburg, Pa. 


Eureka packings and Robertson Thompson indicators are 
among the steam specialties described in circulars distributed 
by J. L. Robertson & Sons, Inc., 48 Warren street, New York 
City. 


Suction gas power plants are the subject of a catalogue 
published by R. D. Wood & Company, Philadelphia, Pa. This 
contains illustrations of which the statement is made that they 
clearly indicate the basis of the superiority of gas plants. 


Coal handling machinery for coaling stations, shipyards, 
boiler rooms, etc., is the subject of a very complete 64-page 
catalogue, No. 072, issued by C. W. Hunt Company, West New 
Brighton, N. Y. Any one interested in this class of machinery 
should send for a copy of this catalogue, which will be sent 
free to readers mentioning this magazine. 


Compressors of many kinds are the subject of Bulletin 
36-A, issued by Ingersoll-Rand Company, 11 Broadway, New 
York City, manufacturer of pneumatic appliances and tools 
of every kind. Publications devoted to all this company’s 
products will be sent free to readers of this magazine upon 
application. 


A free copy of the extra edition of Catalogue No. 7, pub- 
lished by the Smooth-On Manufacturing Company, Jersey 
City, N. J., and 8 White Street, Moorfields, London, E. C., 
will be sent to any reader who will mention this magazine. 
The demand for the first edition of this catalogue was so 
great that the supply was soon entirely exhausted. This cata- 
logue describes the Smooth-On Manufacturing Company’s 
iron cements of various kinds. 


The latest number of The Engineer and Fireman, pub- 
lished by the Penberthy Injector Company, Detroit, Mich., 
contains a number of interesting articles, among them being 
“Home Study for Engineers,’ “Engine Horsepower,’ “How 
to Avoid Breakdowns,” etc. Every new subscriber to The 
Engineer and Fireman will receive a handsome watch fob. 


The White Star oil filter is described in circulars issued by 
the Pittsburg Gage & Supply Company, Pittsburg, Pa. This 
filter, according to the manufacturer, is an inexpensive de- 
vice of high efficiency for purifying used-oil from machinery 
bearings, so that it may be fed again to the rubbing surface, 
and thus be used over and over until actually worn out in the 
work of lubrication. 


“Graphite’s” Tenth Birthday.—With the December issue, 
Graphite, published by the Joseph Dixon Crucible Company, 
Jersey City, N. J., celebrates its tenth anniversay, and to com- 
memorate the event it issued a special number, containing, 
among other interesting articles, a sketch of graphite and the 
seventh chapter of W. H. Wakeman’s article on “Preventing 
~Corrosion of Steam Machinery.” 


Milling machines, die sinkers and profilers are described 
in a handsomely illustrated catalogue published by Pratt & 
Whitney Company, 111 Broadway, New York City. These are 
precision tools, and are said by the manufacturer to be espe- 
cially adapted for high-grade milling that is required to 
produce accurate: work. Complete groups of machines with 
cutters, fixtures, gages, etc., will be quoted upon when _re- 
quested. 


A Manual for Engineers.——The American Blower Com- 
pany, Detroit, Mich., write us that they have a limited supply 
of these books, which have been compiled by Prof. Charles E. 
Ferris, of the University of Tennessee. They are leather- 
covered, vest-pocket size. The company will send a free copy 
as long as the supply lasts to any reader mentioning this 
magazine. 


Valves are described and illustrated in a catalogue just 
published by the American Steam Gauge & Valve Manufac- 
turing Company, 208 Camden street, Boston, Mass. Among 
the valves this company makes are the American marine 
board of trade pop safety valve; the American duplex pop 
safety valve for marine and stationary boilers; the American 
triplex pop safety valve for marine and stationary boilers; the 
American board of trade twin pop safety valve; the American 
duplex improved pop safety valve with long spring; the 
American improved marine pop safety valve, navy pattern, 
and many others. All of these valves are fitted with American 
adjustable blow-down rings. A great many other specialties 
described and illustrated in this catalogue are of interest to 
marine as well as stationary engineers. 


a) 


a 


10 


We struck great luck when we 
found this chuck. 


It centers right, and holds tight 
all sizes from | to 2" pipe, 
while receding dies cut an 
easy thread. 


TRY IT 


THE OSTER MANUFACTURING CO. 
2200 East 61st Street CLEVELAND, OHIO 


Have You Seen the 
Perfection Wrench ? 


The newest and 
best wreneh made 


All steel—great strength 
quickly operated. Positive grip. Immense time, trouble 
and temper saver. Indispensable to automobilists. Best 
“all round tool” ever offered for sale. ‘‘ You'll, want one 
when you see it.’”’ For circular address} 


THE PERFECTION WRENCH ICO. 
PORT CHESTER, IN. Y. 


Instantly adjusted. Easily’and 


Box 426 


naa (| 


THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 
PHOSPHOR BRONZE. 


‘‘Cog Wheel Brand” and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘Cog Wheel Brand.’ The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL, Vetcan Brand.” 


The best filling and lining Metal in the market. 


BABBIT?T’S METAL. 


‘Vulcan Brand.” Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. | 
Telegraphic Address: Telephone No.: 


“ PHOSBRONZE, LONDON.” 557 Hop. iw 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JANUARY, 1909. 


International Marine Engineering 


en ee 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Milton & Company, 66 Victoria street, Westminster, S. W., 
have issued a catalogue giving particulars and illustrations of 
Macfarlane & Reid’s patented self-oiling blocks and sheaves. 
It deals with purchase blocks for wire and manilla rope, open- 
frame cargo or lead blocks for 5£-inch or 7%-inch chain, mal- 
leable-frame cargo blocks, cargo or lead blocks for wire rope. 


John Musgrave & Sons, Ltd., Globe Iron Works, Bolton, 
have issued a new catalogue dealing with the Zoelly steam tur- 
bine. The catalogue is a very interesting publication, and it 
contains a number of illustrations showing turbines com- 
plete. A good description of the Zoelly steam turbine is given, 
and its advantages are shown. Other sections of the catalogue 
deal with dimensions and consumption of high-pressure tur- 
bines, exhaust-steam turbine, steam consumption of exhaust 
turbines, and mixed-pressure turbines. 


A patent engine counter, made by Hannan & Buchanan, 
75 Robertson street, Glasgow, is the subject of illustrated 
folders which this company is distributing. “There have been 
so many complaints with engine counters giving trouble that 
a reliable instrument has been found necessary. Engine 
counters, fitted with pawl and escapement wheel movement, 
are liable to break down at any moment through the pawl 
striking on the escapement wheel, when the engine is re- 
versing or not at full stroke. Various devices have been con- 
trived to overcome this defect, but without any satisfactory 
results. Buchanan’s patent overcomes this defect by doing 
away with the pawl and escapement wheel, and by introducing 
a new motion on the units wheel, which turns up the figures 
full with the up-stroke, instead of the half figures with the 
down-stroke and the other half with the up-stroke, as in the 
Harding system engine counter. Another important improve- 
ment in Buchanan’s patent engine counter is on the wheels, 
which are made of solid brass, engraved in block figures, filled 
with black wax and silvered, so that they are easily observed. 
In other styles with enamel figures, they are apt to get 
chipped; also porcelain wheels very soon get discolored with 
oil and crack by heat.” 


The Bell Rock Belting Company, Salford, Manchester, 
have issued a price list of their beltings, which include balata, 
cotton duck, hair, “Robert Stevenson” belting for wet drives, 
“Dreadnought” compound, and other types of belting. 


The latest catalogue published by Bateman’s Machine Tool 
Company, Ltd., Balm Road, Hunslet, Leeds, deals with the 
Bateman planer from the investment point of view, demon- 
strating the relatively small cost of a Bateman equipment 
capable of dealing with a given quantity of work, the economy 
of such equipment in running expense account, and the 
capacity of the machine for reducing cost of planing and sub- 
sequent labor. 


A catalogue of asbestos sectional steam pipe and boiler 
coverings has been issued by Matthew Keenan & Company, 
Ltd., 80 Great Wellington street, Glasgow. The catalogue 
states that experience has demonstrated that Keenan cover- 
ings will save their cost in coal expenses within one year, and 
that in many instances they have paid for themselves within: 
three or four months; that not only do the coverings lessen 
the coal bill but that they add to the capacity of the steam: 
plant, prolong the life of the engine cylinders and reduce the 
temperature in boiler and engine rooms. 


Messrs. Vaughan & Son, Ltd., West Gorton, Manchester, 
have lately published a well printed and illustrated catalogue 
referring to overhead traveling cranes. This catalogue, which 
deals with modern electric and hand-power cranes, is well 
illustrated. A 125-ton four-motor crane, of 51 feet span, at 
the Openshaw works of Sir W. G. Armstrong, Whitworth & 
Company, Ltd.; two go-ton and other large cranes at the 
works of the North British Locomotive Company, and others 
in use in steel works, railway shops, etc., are illustrated and 
described. 


Johnson & Phillips, Ltd., Charlton, Kent. Two price lists 
have lately been issued. One, dealing with continuous-current 
motors and starters, gives prices for protected, ventilated and 
enclosed type motors, either series, shunt or compound wound: 
for 100, 220 and 440 volts, and the list also gives prices and 
armatures. Shipping specifications are also given for each 
size of motor. The other is a price list dealing with the: 
various materials required by electrical contractors and engi- 
neers who have to handle cables. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 
or blow out under the highest pressure. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


CHICACO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CuHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


, 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PrupenTiaL BUILDING 
PITTSBURGH, PA., 913-915 Liserty AveNve 
SPOKANE, WASH., 163 S. Lincotn STREET 
LONDON, E. C., ENGLAND, 58 Hotsorn Viapuct 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JANUARY, 1909. 


Nettlefold & Sons, Ltd., 54 High Holborn, London, W. C. 
A little booklet dealing with the “Schroeder” ratchet spanner 
and box-spanner sets has been issued. The booklet contains 
some good illustrations, showing the advantage of spanners 
of this type. 

The Magnolia Anti-Friction Metal Company of Great 
Britain, Ltd., 49 Queen Victoria street, London, E. C., have 
issued a small booklet dealing with magnolia metal for bear- 
ings, etc. The booklet contains testimonials, results of tests 
and a number of illustrations showing bearings, etc., lined with 
sjmagnolia metal. Some useful metrical and English conversion 
tables, etc., are also included. 


The Combination Metallic Packing Company, Ltd., 
-Gateshead-on-Tyne. This company have recently issued lists 
giving particulars and illustrations of its metallic packing and 
“jointing rings. One booklet gives a long list of ships of 
various navies fitted with their packing, and there is also a long 
list of shipowners who have been supplied with packing by the 
-company. 

The screw cutting and boring lathe, illustrated and de- 
-scribed in circulars distributed by John W. Perkin, Lord street 
works, Leeds, is said to have special points of advantage, as 
it is absolutely rigid, very powerful, the screw accurate and 
protected from dirt and chips, and all gears are machine cut. 
‘The manufacturer states that the lathe may be returned at 
-any time within two weeks should any defect be found, in 
which case all money paid, plus carriage both ways, will be 
refunded. 


A patent portable hydraulic bolt forcer for screw pro- 
peller shafts is described in illustrated circulars published by 
Youngs, Ryland street works, Birmingham, England. The 
statement is made that the projecting ram in this device is 
sufficient to force a rusted-in bolt from its seat without diffi- 
culty and without damage. The principal use for this bolt 
forcer is for forcing in and out coupling bolts, but it is also 
suitable for various other purposes, such as forcing pins in 
and out of machines, and removing drums from the shafts of 
winches when fitted with a special cross-head and bolts. The 
novelty of the invention consists in having a hollow steel 
sliding ram, the ends or tails of which project through the 
front ‘and back, respectively, of the cylinder. 


the feed water through a 


Write for literature. 


WHAT OIL DOES TO BOILERS 


Oil and grease deposits knocked out the boilers of four United States cruisers in tenmonths. In- 
vestigation showed absence of lubrication in the main cylinders, but the rods and auxiliaries were able 
to send a gallon of oil into the boilers every four days. 


Remember that such lubricants don’t “get lost.” 


JAMES BEGGS & CO., 111 Liberty Street, NEW YORK 


J. & E. HALE. Ltd. 


F. McNeill & Company, Lamb’s Passage, Bunhill Row, 
London, E. C. A catalogue concerning the company’s patented 
slag wool, which is used a great deal for cold storage insu- 
lation, fireproofing, etc. The catalogue is divided into sections, 
and gives detailed drawings, showing the methods of applica- 
tion for various purposes. 


“The Very Last Word on Chains” is the title of a pam- 
phlet issued by the Weldless Chain Company, Ltd., Gart- 
sherrie, Coatbridge. This booklet describes their chains, 
giving tests to which they may be subjected, etc. Reproduc- 
tions from photographs show the excellent results of severe 
tests on links, hooks, etc. 


Remote control switches form the subject of a pamphlet 
sent to us by Messrs .A. Emanuel & Sons, Ltd., George street, 
Manchester Square, W., who are agents for these appliances 
on Blackmore’s patents for England. The switches may be 
operated from any number of positions, the control push 
working the switch alternately to the “on” or “off” position. 
Current is used only for the moment while the push is pressed. 


Messrs. Ransomes & Rapier, Ltd., 32 Victoria street, S. 
W., have sent us a catalogue dealing with the R. & R. ice- 
making and refrigerating machinery. ‘The installations dealt 
with in this catalogue, many of them of large size, are on the 
American absorption system, and worked by exhaust steam 
from existing steam-power plant. The system is equally 
adaptable to ice manufacture or to cold-storage plants. 


Swan, Hunter & Wigham Richardson, Ltd., Wallsend-on- 
Tyne, have issued a handsome cloth-bound book on floating 
dry-docks. There are many beautiful lithographed ‘cuts illus- 
trating dry-docks built by this firm in all parts of the world. 
A history is given of the development of floating docks and a 
detailed description of the various types built and of the uses 
to which they are put. 


A pamphlet entitled “Thermotanks,’ from the Thermotank 
Ventilating Company, 55 West Regent street, Glasgow, deals 
fully with the subject of the heating, cooling and ventilating 
of ships. The system is mechanical, electrically-driven fans 
being employed to circulate air warmed by passing through a 
heater or cooler. Two recent installations have been on the 
Lusitania and Mauretania. 


If you don’t want them to get into the boilers, run 


Blackburn-Smith Feed Water Filter and Grease Extractor 


which compels a double filtration through separated layers of terry. 
and you can’t buy more convenient apparatus for the purpose. 
no boiler shut-downs necessary for cleaning. 


You cannot buy better protection 
‘Small cartridges, easy to handle, and 


30a 


roy 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.G... and Dartford Ironworks, Kent, England, 


MAKERS oF CARBONIC ANHYDRIDE 


(CO,) 


REFRIGERATING MACHINERY 


% 


REPEAT INSTALLATIONS SUPPLIED TO 

HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 

UNION CASTLE MAIL S.S. Go. 53 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 

ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
i ROYAL MAIL S. P. Co. 46 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 
@ etc., etc. 
(co 

12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JANUARY, 19090. 


J. Bagshaw & Sons. Ltd., Batley. A price list has been 
issued by this firm dealing with wrought iron pulleys, also 
‘cast iron pulleys for rope and belt driving. 


J. H. Holmes & Company, Portland Road, Newcastle- 
tupon-Tyne, have recently issued a list dealing with electric 
light fittings which have been designed almost entirely to meet 
‘the requirements on board all classes of ships, in workshops, 
‘factories, etc. 

William Beardmore & Company, Ltd., Naval Construc- 
‘tion Works, Dalmuir, N. B., have issued an interesting little 
pamphlet dealing with Peck oil engines. These engines use 
ordinary paraffin or petroleum, and they are claimed to be par- 
ticularly suitable for marine propulsion. 


Messrs. Heenan & Froude, Ltd., engineers, Worcester, 
issues a catalogue describing the Foster superheater, of which 
they are the sole makers outside of the United States of 
America. It contains a number of illustrations showing the 
‘application of the superheater. 


A catalogue from Messrs. Smith & Grace, Ltd., Thrapston, 
deals with pulleys, shafting, bearings and other transmission 
accessories. The number of sizes and patterns of different 
things listed in this catalogue is very large, and prices are 
‘given throughout, rendering it quite’a useful compilation. 


The British Gas Furnace & Tool Company, Ltd., Globe 
Works, Thrope street, Birmingham, are issuing a booklet 
dealing with their furnaces for the treatment of high-speed 
steel. The outfit includes a preheating furnace, a finishing 
furnace, a blower and an oil tank. Two sizes are made. 


Messrs. John Hetherington & Sons, Ltd., Ancoats 
Works, Manchester, have recently issued a catalogue con- 
taining descriptions of the machine tools exhibited at the 
Franco-British Exhibition. The tools include lathes, radial 
. drills, universal milling machines, vertical mill and boring 
machines, etc. 


Messrs. Milton & Company, Hope Iron Works, Arundel 
street, Halifax, are issuing a small booklet dealing with Mac- 
farlane & Reid’s self-oiling pulley blocks, which they now 
manufacture. Blocks of various patterns for chains, wire and 
manilla ropes are illustrated, as well as their several com- 
ponent parts. 


International Marine Engineering 


BUSINESS NOTES 


AMERICA 


Tue Unitep States Army has just placed in commission 
the second of the two gigantic hydraulic dredges required for 
service in the Gulf of Mexico. A noticeable feature of both 
of these boats, General C. B. Comstock and Galveston, is the 
fuel. Oil is used as the only fuel, the entire equipment being 
furnished by Tate, Jones & Company. Inc., Pittsburg, Pa., 
makers of “Kirkwood” burners. The Galveston is of 2,000 
indicated horsepower capacity, four boilers being required. 
This ship was built after a thorough test of the General C. B. 
Comstock, built some six years ago, and also equipped entirely 
by Tate, Jones & Company. The advantages found by the 
government are economy in fuel cost, labor, space and time, 
greater mileage, lightness, and perfect control over the fire. 


Marine GAs Propucers.—Great interest has been shown by 
the marine public for the past few years in the development 
of marine producer gas power. The demand for larger in- 
ternal combustion motors and the increasing cost of gasoline, 
indicate that a cheaper fuel must be used in the larger en- 
gines. Considerable work has been done in the marine pro- 
ducer gas power field with anthracite fuels, but the absolute 
restriction of marine gas power to this fuel would seriously 
limit its application. An interesting and valuable contribu- 
tion to the work already done in the field of marine gas 
power is the application of the widely-known Loomis-Petti- 
bone bituminous gas generating system to marine service. 
Plants of this system aggregating over 300,000 horsepower 
has been installed for stationary service during the last twenty 
years. A recent report of a committee of the National Electric 
Light Association gave a list of power gas producer plants of 
over 300 horsepower in operation in the United States, of 
which 93 percent were of the Loomis-Pettibone type, and 
nearly all of them operated on bituminous coal, wood or 
lignite. The Marine Producer Gas Power Company, of No. 2 
Rector street, Mr. Hawley Pettibone, president; Mr. C. Lee 
Straub, vice-president and general manager; Mr. W. R. Fuller, 
secretary and treasurer, has been incorporated for the pur- 
pose of manufacturing the Loomis-Pettibone type of gas 
generating plants for marine service. 


The American 
Marine Whistles 


Lead in QUALITY OF TONE and LENGTH OF SERVICE. 


They produce the GREATEST VOLUME OF SOUND with the 
LEAST AMOUNT OF STEAM, and the adjustment prevents screeching 
when the pressure varies. 


They are the Recognized Standard for Marine Work 


And are used generally by the U. S. Government and representative 
steamship companies. 
Extra heavy construction; best steam metal and warranted for the 


highest pressures. 


Regular sizes in stock from 4 to 12 inches. 


Extra Long Bell, plain or chime, furnished when specified. 


WRITE FOR CIRCULAR 12-H 


The American Steam Gauge & Valve Manufacturing Co. 


THE AMERICAN 
SINGLE BELL CHIME WHISTLE 
With Compound Whistle Valve 


13 


208=220 CAMDEN STREET, BOSTON, MASS. 
NEW YORK, 26 Cortlandt St. 


ATLANTA, 835 Equitable Bldg. CHICAGO, 7-9 S. Jefferson St. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JANUARY, 1909... 


Tue INDEPENDENT PNEUMATIC Toot Company, First Na- 
tional Bank building, Chicago, Ill., writes us that its business 
during the month of October showed an increase of 25 per- 
cent over any other month in 1908 up to that time. A great 
many orders were received from railroads, machine shops, 
boiler and iron works and foundries, as well as an unusually 
large number of inquiries. 


THE NEW LIFE-SAVING TUG Snohomish, constructed for ser- 
vice in the rough seas of the Pacific Coast in the vicinity of 
Neah Bay, has been added to the United States revenue 
cutter fleet. She is to be equipped with the Spencer Miller 
marine breeches buoy for life saving. Many times every year 
wrecks occur in seas so temptestuous that no boat of any sort 
can approach the wreck near enough to take off the endan- 
gered persons. When close enough to shore, the regular old- 
fashioned breeches buoy apparatus is employed with remark- 
able results In a single year, in United States waters alone, 
189 persons were saved from wrecks by this reliable apparatus. 
The need of some device which would carry passengers from 
a wreck to a rescuing ship and maintain communication has 
been felt for many years. The Life-Saving Service not only 
of our government but that of others has been seeking for just 
such a device. The United States Revenue Cutter Service 
invited the Lidgerwood Manufacturing Company to submit a 
study for a small-sized marine cableway capable of carrying 
passengers between a wreck and a rescuing ship, not only in 
the open sea, but also along our coasts. The Spencer Miller 
marine breeches buoy is the result. The apparatus has been 
constructed and received its preliminary tests. The tests have 
established its practicability. The Snohomish and her life- 
saving appliances are for service where there is no life service 
station on the shore, or the wreck lies beyond the reach of 
the shot line and amid seas in which no small boat could live. 
In such instances, staunch vessels have often been able to 
approach wrecks but for lack of proper apparatus were unable 
to give help. In some instances, shot lines were sent aboard 
and cables made fast, but before any one could be saved the 
pitching and tossing of the vessels parted the lines and ren- 
dered the attempts futile. Similar conditions have often made 
it impossible for vessels at sea to render help to others, and 
seamen and passengers have perforce been left to the wild 
mercies of the storm. 


THE MARINE GAS PRODUCER PLANTS built by the Marine Pro- 
ducer Gas Power Company, 2 Rector street, New York City,. 
are stated by the manufacturer to require only one-half the 
fuel bunker space, weight, boiler room and labor of the 
average marine steam plants of equal power. They consume: 
no fresh water, and either anthracite coal, bituminous coal, 
wood or lignite may be successfully used without change in 
apparatus. These plants are built on the well-known Loomis- 
Pettibone system. 

THE GROWING DEMAND FOR BrrD-ARCHER BOILER COMPOUNDS. 
in Hawaii has made it necessary for the Bird-Archer Com- 
pany to open a branch office there. The new office, which is. 
located in suite 42, Alexander Young Hotel, Honolulu, is in 
charge of Mr. J. P. Lynch, an experienced marine engineer, 
and also an authority on boiler troubles in stationary plants. © 
Bird-Archer compounds were first introduced into Hawaii 
for use in connection with the boilers on sugar plantations, a 
class of work which has also given them great prestige in 
Cuba. Mr. P. B. Bird, president of the Bird-Archer Com- 
pany, who is now in Hawaii, writes that boiler feed waters on 
the islands are so bad that if no preventive measures are 
employed it becomes necessary to remove scale by antiquated 
mechanical methods at least once every thirty days. The use 
of properly prepared compounds, therefore, effects a very 
noticeable saving in labor, fuel repairs, etc. 

THE CUBAN DEMAND for non-fluid oils has grown to such an 
extent that the New York & New Jersey Lubricant Company, 
14 Church street, New York City, has decided to place a stock 
of various grades with agents in every town of any size on 
the island. Mr. W. F. Kimball, vice-president of the com- 
pany, has just gone to Cuba to facilitate the arrangements. 
Messrs. James B. Clow & Company, Obispo 36, Havana, the 
largest Cuban importers of engineering supplies, are to act as 
distributors, and Mr. W. N. Anderson, who is well-known 
among Cuban buyers, will give his personal attention to all 
inquiries for their products. Non-fluid oils, according to the 
manufacturer, first attracted attention through their ability to 
lubricate fully as well as the finest fluid mineral oils, and 
without dripping to waste, like ordinary oils, and without re- 
tarding the bearings as do greases. The dripless consistency 
is obtained by condensing pure lubricating elements, instead 
of thickening with fats, waxes, talc, resin or graphite, as in 
greases 


REID, MCFARLANE & CO., LTD., 


BOILER AND PIPE CoverERS, GLASGOW, LONDON, AND WAL‘ SEND-ON-TYNE. 


CONTRACTORS TO 


Telegrams: 
“ MACFARLANE, GLASGOW.” 


Telephone Nos. : 
NAT. 111 ARGYLE. 


POST OFFICE, 2111. 


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THE ADMIRALTY. 


NAT. 3320 EASTERN. 
NAT. WALLSEND, O 1462. 


“DIATOMITE, LONDON.” 


WALLSEND QUAY, WALLSEND-ON-TYNE. 
“ MACFARLANE, WALLSEND.”’ 


Telegrams: 
Telephone No.: 
Telephone No.: 


London Office and Works: 7, GRAHAM ROAD, PLAISTOW, E. 
Telegrams: 


Newcastle Office ani Works: CARVILLE CEMENT WORKS, 


Have Supplied and Fitted the Boiler and Pipe Coverings on H.M.S. ‘*INDOMITABLE.”’ 
ESTIMATES AND SPECIFICATIONS SUBMITTED TO EXECUTE COVERINGS OF ALL KINDS at a RATE 


SUPERFICIAL SQUARE FOOT, 


or for LUMP SUM PRICE 


if COMPLETE DRAWINGS or MEASUREMENTS 


SUBMITTED. 


AGENCIES IN BELFAST, COPENHAGEN, 


JOHANNESBURG, ST. PETERSBURG, Etc. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JANUARY, 1909. 


PRACTICAL JUARINE ENGINEERING 


FOR 
MARINE ENGINEERS AND STUDENTS 
WITH 
Aids for Applicants for Marine Engineers’ Licenses 
By PROF. W. F. DURAND 


SECOND EDITION, PRICE $5.00 (21/-) 


THIS BOOK is devoted exclusively to the practical side of 
Marine Engineering and is especially intended for operative 
engineers and students of the subject generally, and partic- 
ularly for those who are preparing for the examinations for 
Marine Engineers’ licenses for any and all grades. 

The work is divided into two main parts, of which the first 
treats of the subject of marine engineering proper, while the 
second consists of aids to the mathematical calculations which 
the marine engineer is commonly called on to make. 

PART I.—-Covers the practical side of the subject. 

PART TI/,—Covers the general subject of calculations for 
marine engineers, and furnishes assistance in mathematics to 
those who may require such aid. . 

The book is illustrated with nearly four hundred diagrams 
and cuts made specially for the purpose, and showing con- 
structively the most approved practice in the different branches 
of the subject. The text is in such plain, simple English that 
any man with an ordinary education can easily understand it. 


FOR SALE BY 
INTERNATIONAL MARINE ENGINEERING 
17 Battery Place, New York, U. S.A. 


Christopher Street, 
Finsbury Square, E. C., London, England 


The Shipbuilder’s 
Hand Book 


A DIGEST OF THE SEVERAL SHIP 
CLASSIFICATION SOCIETY RULES 


These rules, as published by the several Societies are 
very elaborate, and it requires several volumes to look up 
any one subject. 

In order to have them in convenient form so that any 
subject may be looked up with the least waste of time, there 
has been published a complete digest of said Societies’ Rules 
in book form. 


There are 160 printed pages, printed only on right hand 
pages. The left hand pages are left blank for purposes of 
interlining, additions, or changes in the Rules, or for any 
notes which the user of the book may wish to make. There 
is a complete index. 

The pages are about 8 by 11 inches, and the book is 
bound with flexible cloth cover, so that it can be folded up 
and put into the pocket. 


PRICE, $3.00 


12s. Od. 


INTERNATIONAL JUARINE ENGINEERING 


Whitehall Building, 17 Battery Place 
New York City 


Christopher Street, Finsbury Square 
London, E. C. 


15 


International Marine Engineering 


A Larce VALVE Orper—The Isthmian Canal Commission, 
which recently invited bids for a large quantity of bronze 
globe and angle valves, fitted with seats and discs that were 
capable of being renewed, has placed an order comprising 
more than 7,000 valves, in sizes from 4 to 3 inches, with the 
Lunkenheimer Company, Cincinnati, Ohio, The valves ordered 
are this company’s “Renewo” renewable seat and disc regrind- 
ing valves, which the maker states are practically indestruc- 
tible, as every part that is subjected to any particular wear 
may be easily, quickly and cheaply renewed. They are guaran- 
teed for 200 pounds working pressure. 


Tuer BLACKBURN SMITH FEED-WATER FILTER AND GREASE EX- 
TRACTOR has been chosen for the new colliers Mars, Hector 
and Vulcan, now building for the United States navy by the 
Maryland Steel Company. These ships have the highest class 
of equipment and every possible protection. The filters are to 
be placed in the feed lines, so that every drop of water énter- 
ing the boilers is subjected to the double filtration characteris- 
tic of the Blackburn Smith filter. It is figured that by re- 
moving the oil and grease particles from the condensation the 
filters will repay their cost in a short time by decreasing boiler 
repairs and increasing fuel economy. ‘These filters are also 
said to be excellent for protecting the boiler of stationary 
plants from floating particles of oil, grease, mud, etc., in the 
feed water. They are made by James Beggs & Company, 111 
Liberty street, New York, who are distributing an interesting 
booklet on feed-water filtration. 


BLtow-Orr VALVES ON 30 Days’ TrrAt.—The “Everlasting” 
blow-off valve made by the Scully Steel & Iron Company, 
Chicago, Ill., is said by the manufacturer to be the latest and 
most approved device for the blow-off service, and to be dif- 
ferent from other valves. It is claimed that it lasts as long 
as the boiler; that it stays tight as long as it lasts; that it 
will discharge scale or sediment of any character without 
wearing or leaking; that it can be opened gradually or all at 
once, according to your regulations; that it has straight- 
through and uninterrupted discharge; that it has no stuffing- 
box and works very easily. The Scully Steel & Iron Company 
does not ask anyone to take these statements as the truth 
without trial, but will send one of these valves on trial, 
thirty days, free. If you don’t like it you can send it back at 
the company’s expense. The Scully Company will also send 
any one interested, who will mention INTERNATIONAL MARINE 
ENGINEERING, a free copy of its 144-page monthly stock list. 


RECENT Orpers For NicHorson Suip Locs.—Barrett & 
Lawrence, 662 Bullitt building, Philadelphia, Pa., Eastern 
agents of the Nicholson Ship Log Company, have received 
contracts to equip the United States battleships New Hamp- 
shire, Montana and North Carolina with No. 1 Nicholson 
logs. This makes a total of eight battleships and cruisers of 
the United States navy that have been equipped with this log 
since last June. The cruisers Idaho, Chester and Salem have 
already been so equipped, and the Utah and Florida are also: 
to be fitted. In addition, Barrett & Lawrence have just re- 
ceived a contract to furnish a log for the steam yacht Alcedo, 
owned by Mr. Drexel, of Philadelphia. The maker of these 
logs states that they are the only ones built which will indicate 


‘the speed of a vessel and count the knots run, thus furnishing 


a valuable means of checking the coal consumption and 
enabling the engineer to maintain a uniform speed. 


THE GrIscOM-SPENCER CoMPANY, 90 West street, New York 
City, wishes to make public the excellent facilities afforded 
by its general machine and boiler works, operating in con- 
junction with an engineering and contracting department 
consisting of a staff of competent mechanical engineers, for 
the development, design and manufacture of special ma- 
chinery; boiler, engine and machinery installation and repair; 
shipbuilding and repairing, and furnishing tools and supplies. 
of every description. The manufacturing and repair shops 
have the following facilities: Machine, boiler, carpenter, pipe 
cutting, coppersmith and electrical repair shops; foundry for 
iron, brass, bronze, hydraulic metal and composition castings. 
Repairs are made day and night, Sundays and holidays, if 
necessary. Among the specialties manufactured in the shops 
of this company are the Reilly multi-coil feed-water heater, 
the Reilly evaporator apparatus and the Ebsen filter and 
grease extractor. The company is also agent for the Russell 
Engineering Company and for the Tudor Boiler Company, 
and for other power-plant equipment concerns. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering JANUARY, 1909. 


Tue Bascock & Witcox Company has purchased from the 
Rust Boiler Company its patents and plant located at Midland, 
Pa., and will continue the manufacture, at that point, of the 
Rust watertube boiler. 


BorLers IN THE Asbury Park—The Roberts Safety Water- 
tube Boiler Company, Red Bank, N. J., writes us regarding 
certain statements circulated that the Roberts boilers in that 
steamer. have been giving trouble. The company states that 
they made an investigation regarding these statements, and 
finds that these are absolutely false, that the boilers in ques- 
tion gave even more satisfaction this year than during either 
of the two previous successful seasons, that they made more 
than enough steam, which is not only absolutely dry, but 
slighty superheated, and all the time with natural draft only. 


BUSINESS NOTES 


GREAT BRITAIN 


Messrs. S. T. TAytor & Sons have covered boilers, pipes, 
etc., of the steamships Hildago, Triton and Mina with their 
“Tynos” non-conducting material. Covered cylinders of 
steamship Ottar with their “Tynos” non-conducting material. 
Covered boilers, pipes, etc., of steamships Fangturm and 
Bedonia with their “Tynos”’ non-conducting material, and 
boiler bottoms with their “Tynos” patent removable asbestos 
mattresses, and very extensive covering work on H. M. S. In- 
vincible, at Elswick shipyard. Also boilers, etc., of steam- 
ships Conqueror, Paris and Oneida. 

A contract has been secured by Messrs. James Howden & 
Company, Glasgow, for a turbo-generator set of engines for 
the Corporation of Manchester. Seven tenders were con- 
sidered by the corporation—four for turbines of the Parsons 
type and three for the Zoelly type. The Zoelly turbine has 
made great progress in recent years in France, Germany, 
Austria and other Continental countries, and though more ex- 
pensive to construct than the Parsons, it is claimed as more 
economical, especially in working below full power, than any 
other turbine, a matter of much importance in these machines 
where the output of electricity varies so greatly during the 
hours of the day in which they work. Messrs. Howden & 
Company have made the largest turbine of this type at work 
in this country—one of 2,000 kilowatts, or 3,000 B. H. P., at 
the Powell-Duffryn Collieries, at Aberaman, in South Wales. 
This turbine has proved so satisfactory in its working that the 
company have given Messrs. Howden a repeat order for this 
Zoelly turbine, which they have now under construction. The 
Howden-Zoelly turbine which the firm are to construct for 
Manchester will be 6,000 kilowatts—larger than any Zoelly 
turbine now working, and larger, it is believed, than any tur- 
bine yet installed in this country for generating electricity, 
with the exception of one of the same power (6,000 kilowatts) 
of the Parsons type recently installed by the Manchester Cor- 
poration. Messrs. Howden have, it is understood, guaranteed 
a lower consumption of steam with the Howden-Zoelly sys- 
tem, and have undertaken to deliver the new turbine in less 
time than any other maker. The contract includes the genera- 
tor, which is a Siemens alternator, and a condensing plant, 
which is on the Contraflo patent. 

TRIAL Trip or New STEAMER Haiyang—The new passenger 
and cargo steamer Haiyang, recently launched by Messrs. 
David J. Dunlop & Company Inch Works, for the Douglas 
Steamship Company, of Hong Kong, after completing her 
fitting out at the builder’s dock and having loaded 2,500 tons 
of coal, etc. (for trial deadweight), at the James Watt dock, 
proceeded to the measured mile at Skelmorlie on Sept. 3 to 
undergo her official speed trials. On the invitation of the 
builders a large company of guests were conveyed by tender 
from Gourock pier, about Io o’clock, to join the new steamer. 
The Haiyang is of the following dimensions: Length be- 
tween perpendiculars, 300 feet 6 inches; breadth; moulded, 38 
feet; depth moulded to spar deck, 25 feet; gross tonnage, 
2,289 tons. Her propelling machinery consists of one set of 
triple expansion engines, designed and fitted by the builders, 
having cylinders 21% inches, 35 inches and 57 inches diameter 
by 39 inches length of stroke, steam being provided by two 
multi-tubular boilers, 14 feet 6 inches diameter by 10 feet 8 
inches long, all proportioned for a working pressure of 180 
pounds per square inch, and in addition a large donkey boiler 
is fitted for working all deck machinery, including winches, 
windlass, electric lighting, etc. The hull and machinery have 
been built under Lloyd’s and Board of Trade special survey 
for their highest class as a spar-deck steamer with foreign- 
going passenger certificate, all the requirements having been 
adopted. 


THE BOUND VOLUME 
OF 


International Marine 


Engineering 
FOR 


January-December, 1908, is now ready 
for delivery 


PRICE, $4.00 (16/-) 


Buyer Pays Express Charges 


NEW YORK 
Whitehall Building, 17 Battery Place 


LONDON 
Christopher Street, Finsbury Square, E. C. 


PRACTICAL SHIPBUILDING 


A Treatise on the Structural Design 
and Building of Modern Steam Vessels. 


By A. C. Holms. 


Text, 638 pages. Plates, 115. 


This is the second edition of a work 
which first appeared about four years 
ago. ‘The text has been revised and 
new matter added, including two plates. 
This work is divided into two volumes, 
the first consisting entirely of text and 
the second entirely of plates, which in- 
clude details of every part of a ship’s 
structure as well as general drawings, 
showing the arrangement of principal 
compartments on ships of various types, 
the expansion of shell plating, the de- 
velopment of water lines and buttocks, 
and every such details as masts and rig- 
ging in steam and sailing vessels. The 
amount of information included is 
enormous. Price $10.00 postpaid. 


FOR SALE BY 


International Marine Engineering 
17 Battery Place, New York City 


16 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JANUARY, 1909. 


International Marine Engineering 


Conrap Laurer & Company have started business as boiler 
and steam pipe coverers, at 65 Euston Road, London, N. W. 
Mr. Conrad Lauer has been associated with Messrs. A. Haacke 
& Company, of Homerton, for the last twenty-five years, 
which business has been converted into a limited company, but 
Mr. Lauer has now no connection with the new concern, 
having severed his connection entirely. Mr. George Cross has 
left the employment of Messrs. A. Haacke & Company, Ltd., 
Homerton, and is now representing Messrs. Conrad Lauer & 
Company. 


ApMIRALTY Orpers.—Orders for new second-class cruisers 
of the Boadicea type have been placed with Messrs. Beard- 
more & Company, Vickers, Sons & Maxim, Sir W. G. Arm- 
strong, Whitworth & Company, the Fairfield Company, and 
John Brown & Company. Each firm named will build one 
cruiser. The speed is to be 26 knots and the engine horse- 
power 22,000. The lowest accepted tender for any one of 
these cruisers was about £292,000, and the highest slightly over 
£300,000. Seven more destroyers Have also been ordered quite 
recently, J. S. White & Company, of Cowes, getting two and 
the following firms one each: Hawthorn, Leslie & Company, 
J. Thornycroft & Company, Beardmore & Company, Denny 
Bros., and the London & Glasgow Engineering & Iron Ship- 
building Company. Some months ago, it will be recalled, an 
order for nine 27-knot destroyers was divided between Cam- 
mell, Laird & Company, the Fairfield Company and John 
Brown & Company. We understand that the penalty clauses 
in the new contract are extremely severe. It is reported that 
no less than £09,000 will be forfeited if the speed on the re- 
liability trials is less by 1 knot than the contract speed and 
#20,000 if the deficit falls to 2 knots. The price of these boats 
is about £110,000 each, which is considerably more than the 
cost of the first nine, which were placed for £900,000, some 
being as low as £97,000 each. The severe penalty clause men- 
tioned above accounts probably, in part at least, for the dif- 
fence. It will be noticed that the bulk of the orders have gone 
to Scotland, and that the Tyne has come off but poorly. Prob- 
ably the Tyne quotations were higher than those of the Clyde. 
The Tyne hopes to get the order for some of the turbine 
machinery for dock-yard cruisers and battleships. 


ELECTRICITY ON STEAMSHIPS.—Messrs. W. C. Martin & Com- 
pany, electrical engineers, Glasgow, London and Newcastle, 
have, notwithstanding the dullness of trade, had a fairly busy 
year. They specialize in steamship installations, and this year 
have turned out an average of one complete installation per 
fortnight. Among the ships fitted this year may be mentioned 
the Hesperian, for the Allan Line; Royal Prince, for Prince 
Line; Ancona and Verona, for Italia Societa De Navigazione 
a Wapore, Genoa; Elysia, for Anchor Line; Makura, for 
Union Steam Ship Company, of New Zealand; Mourilyan, for 
Howard, Smith & Company; Koombana, for Adelaide Steam 
‘Ship Company; Tamarac, Cadillac and Oneida, for the Anglo- 
American Oil Company; Bellaventure and Bonaventure, for 
A. Harvie & Company, St. Johns, Newfoundland; Richard 
Welford, for the Tyne & Tees Shipping Company; Courchan, 
for Union Steam Ship Company, of British Columbia; 
Acadian, for Mutual Steam Ship Company, of Sydney; Bel- 
lambi, for Bellambi Coal Company, of Sydney; Boulah, for 
Wallarah Coal Company, of Sydney, and several special boats 
for the Suez Canal Company. It is interesting to note that 
electric radiators and cooking utensils are coming greatly into 
favor on board ship. In fact, electric appliances are being 
adopted so largely that in the near future they will use more 
electricity for this purpose than is at present used for lighting. 
Some of the applications of electric power this year are as 
follows: Hot plates for use in galleys, pantries or in saloons 
and pantries. Water and milk heaters for use in pantries and 
in stewardesses’ rooms, enabling the stewardess to attend to 
the wants of the children and others in the night time. It is 
now customary to fit a laundry on passenger vessels, and here 
electric motors drive the washing, drying and ironing ma- 
chines, while the electric current supplies the every-ready 
hand-smoothing iron. Electric lifts for passengers, pantry 
service and stores are being largely fitted, and are greatly 
appreciated by passengers and crew alike. The use of elec- 
tricity for heating and cooking marks a great advance in the 
comfort and appearance of a ship’s accommodation. The 
absence of steam-heating pipes improves the appearance of 
corridors, and makes the cost of up-keep for painting, etc., 
much less. 
‘completed at Rothesay Dock, Clydebank, for the Clyde Trust. 
Messrs. Martin enter the new year with a number of large 
‘contracts in hand, among which are three of the new Orient 
liners, a passenger steamer for Messrs. Koninklijke Maat- 
schappij, De Schelde, Vlissengen, and a large ferry steamer 
for trains and passengers for the Swedish State Railways. 


A large installation of arc lamps has also been. 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street. New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


CORRUGATED AND RINGED FILTERS for preventing oil and 
grease entering boilers, for purifying feet-water, and for 
many other purposes, are made by Willock, Reid & Company, 
Ltd., 109 Hope street, Glasgow. Among the many users of 
these filters are. the White Star Line, the Pacific Steam Navi- 
gation Company and the West India Line. 


Tue PuHospHorR BRONZE Company, Lrtp., Southwark, London, 
S. E., in calling attention to its “Cog-Wheel” brand of phos- 
phor bronze, which is cold-rolled and drawn, states that it is 
a genuine bronze, free from zinc, iron, manganese, aluminum 
or other alloys; that it is tough as iron, strong as steel, and 
offers a maximum resistance to corrosion. This bronze is 
stated to be especially valuable for pinions, valves, high- 
pressure steam and boiler fittings, pumps, propellers, stem and 
stern posts, etc. 


FraNnco-BritisH ExHipition AwaArps.—A gold medal has 
been awarded to Messrs. Bergtheil & Young, Ltd., Camomile 
street, London, E. C., at the Franco-British Exhibition for 
their new patent electric punkah. This is the only gold medal 
which has hitherto been given for a mechanical punkah. 
Messrs. Bergtheil & Young, Ltd., tell us that they are negotiat- 
ing with the best-known shipping companies in connection 
with the installation of their punkahs in the saloons, etc., of 
the larger steamships. 


THE NoRWEGIAN MOTOR SCHOONER Saevereid recently ar- 
rived at Yarmouth with 350 tons of granite setts. This vessel 
is fitted with a paraffin engine capable of giving her a speed 
of 5 knots when loaded, the object of the engine being to 
propel the vessel during calms, or against head winds. The 
cargo winch is also motor-driven by a separate engine. The 
Saevareid has been especially constructed to ascertain the 
value of auxiliary oil motors for North Sea trading vessels. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


Carr Bros., Lrp., 11 Queen Victoria street, London, E. C,, 
write us that they have been appointed the sole European 
agents of the Peerless Rubber Manufacturing Company. 


Messrs. LANCASTER & Tonce, Lrp., makers of the Lancaster 
pistons, steam traps and metallic packings, are making large 
additions to their works in order to meet the increasing de- 
mands for their specialties. 


ASPINALL’S PATENT GovERNOR ComMPANY, Liverpool, has been 
awarded a diploma for a gold medal for their patent marine 
engine governors at the Franco-British Exhibition, London. 

Messrs. SMALL & Parkes, Lrp., of Hendham Vale Works, 
Harpurhey, Manchester, have been awarded a gold medal at 
the Franco-British Exhibition for their “Karmal” packing and 
“Roko”’ belting. 


Mr. S. ALEXANDER Fox, Assoc. M. I. M. E., has joined the 
board of directors of W. Sisson & Company, Ltd., and will 
continue to be responsible for the technical work of the com- 
pany. Their high-speed, enclosed, self-lubricating engines and 
marine machinery are well known. 


Messrs. Witt1AM BrArpMorE & Company, Lrp., Glasgow, 
have been awarded a diploma for the grand prize for steel 
boiler plates, steel material, armor plates, Peck oil engine, 
merchant steamers and warships at the Franco-British Ex- 
hibition, London. 


Tue British PErroLEUM CompPANy, Lrtp., have erected stor- 
‘age tanks capable of holding from 10,000 to 50,000 tons of oil 
fuel at all the chief ports and manufacturing centers, such 
as London, Manchester, Newcastle-on-Tyne, Barrow-in- 
Furness, etc. 


Messrs. Witt1Am Simms & Company, Ltp., engineers, ship 
and dredge builders, Renfrew, have been awarded the Grand 
Prize by the International Jury of the Franco-British Exhi- 
bition for their exhibit of dredge plant and elevating deck- 
ferry steamers. 


Messrs. W. C. Martin & Company, the well-known elec- 
trical engineers, of West Campbell street, Glasgow, who in- 
stalled the electric lighting apparatus in the Mauretania, have 
secured the lighting contract for three of the five new Orient 
Company’s liners. 


Peter Hooxer, Lrp., have purchased the Newall Engineer- 
ing Company’s business at Warrington, together with the 
entire plant and good will of that company’s business in limit 
gages, measuring machines and other products, and will con- 
tinue it as a department of their business under the name of 
gus Newall Engineering Company, at Walthamstow, Lon- 

on, E. 


THE AUTOMATIC WASTE OIL FILTER made by the Valor Com- 
pany, Ltd., Rocky Lane, Aston Cross, Birmingham, is stated 
by the manufacturer to be the best and most effective filter on 
the market, and that it thoroughly cleanses dirty oil so that it 
can be reused, thus effecting an enormous saving in oil bills. 


S. A. Warp & Company, engineers, Broad street lane, Shef- 
field, are distributing circulars describing and illustrating their 
equilibrium piston rings, which they state are suitable for all 
pressures and speeds. Among the special features claimed in 
the combination of these rings is that while they are free to 
adjust themselves to any slight wear, either outward ‘or 
laterally, the outward pressure of the strong spring ring is held 
in check by two undivided or solid bevelled rings. 


MERRYWEATHER & SoNS have just constructed a petrol motor 
fire boat for the Buenos Ayres & Southern Dock Company. 
The pumps, which have a total capacity of 7oo gallons per 
minute, are driven by two petrol engines, each 55-brake horse- 
power, whilst the propulsion of the boat is effected by means 
of hydraulic jets at sides, delivered from the fire pump. The 
pumps discharge through six outlets on deck, or their entire 
power can be delivered through a monitor in one large jet. 
The vessel can also be used for salvage operations, a suction 
connection being provided for this purpose. 


THE FIRM OF WAILES, Dove & Company, Ltp., who exhibit 
at the Palace of Machinery, Stand No. 337, of the Franco- 
British Exhibition, their patent “Bitumastic’ enamels, as 
applied to the ships of the British and foreign admiralties, the 
mercantile marine throughout the world, and to the plant of 
the chief industrial concerns, railways and municipal corpora- 
tions in the United Kingdom, have been awarded two diplomas 
of the highest merit with gold medals, in classes referring to 
the mercantile marine and civil engineering, respectively. This 
firm also received gold medals at Genoa 1905, Milan 1906, 
Savona 1906, and Bordeaux 1907, for superiority of the anti- 
corrosive qualities of their patent “Bitumastic’” enamels, cover- 
ing and solution. 


18 


JANUARY, I909. 


A Spence Conveyor loading the ‘‘ Lusitania” 


These Conveyors will handle all kinds of general freight going up or 
down at desired speed carrying several tons at a time. Now used by 


Cunard S.S. Co. Federal Sugar Refining Co. 
Old Dominion S. S. Co. Warner Sugar Refining Co. 
N. P. Ry. at Duluth Western Transit Co. 

Gt. North. Ry. at Seattle | and many others 


The Spence Portable Electric Conveyors 
will save you 50% in handling freight. Write us. 


SPENCE MANUFACTURING CO., St. Paul, Minn. 
DURYEA MFG. CO., 69 Wall St., New York, Eastern Agents 


Detail Drawings 


of a 


Four Furnace Single End Scotch Boiler 


together with 


Diagrammatic Pipe 
and Auxiliary Plan 


used in connection with a 


1250 H. P. TRIPLE EXPANSION ENGINE 


WITH KEY 


Naming and Describing Every Part of the Engine. 


Price, $1.00 Postpaid 


INTERNATIONAL MARINE ENGINEERING 


17 Battery Place, NEW YORK CITY 
31 Christopher Street, Finsbury Square, London, E. C. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, IQ0O. 


International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 

Brass and bronze engine fittings and special castings of 
every description form the subject of a 64-page illustrated 
catalogue just issued by the Norwalk Brass Company, Nor- 
walk, Conn. This company makes a specialty of propeller 
wheels, and states that its long experience in making these 
wheels enables it to select the style of blade most suitable for 
a given purpose. All diameters and every pitch are made. 
A number of diagrams are given, showing experimental model 
basin details of propeller blades used in experiments on the 
effect of the shape of blades. The propeller fitted to the 
Dixie II., which is said to be the fastest boat in the world, 
was made by the Norwalk Brass Works. 


The “Record of American and Foreign Shipping,” for 
1909, American Lloyds, which is the forty-first annual issue 
of this valuable register and classification of shipping, is now 
being delivered to subscribers. The Record contains full 
reports and particulars of about 16,000 vessels of all classes 
and nationalities; rules for the construction and classification 
of iron, steel and wooden vessels; rules for the construction 
and survey of steam machinery and boilers for vessels; pro- 
visions for the installation of electric lighting and power 

. apparatus on shipboard, and much other valuable information 
of special importance to underwriters and all firms or per- 
sons interested in shipping. Besides the usual full informa- 
tion for the benefit of subscribers in the way of rules for con- 
struction, with their accompanying illustrations and tables, all 
of the utmost practicable and technical value, the work con- 
tains such features as list of addresses of prominent ship- 
builders, drydocks, marine railways, marine machinery and 
boiler constructors in the United States; list of vessels whose 
names have been changed; also compound names indexed as 
per last name; names and addresses of owners of vessels 
classed in the Record, all of which is nowhere else so com- 
pletely classified. This record of shipping is said to be the 
only book now published containing reports and particulars of 
all American vessels. The work is approved and endorsed 
by the important boards of underwriters in the United States, 
and is accepted by underwriters and merchants throughout 
the world as a standard register and classification of shipping. 
The new Record is published by the American Bureau of 
Shipping, 66-70 Beaver street, New York. 


. E. HEINKE & CO. 


l Highest Awards 


| DIVING . . 
APPARATUS 


1 oo GMP FMI oo 


| Franco-British Exhibition 


+ 


> Bac] 


DIPLOMA OF 
HONOUR. 


Condulets are described and profusely illustrated in a large 
catalogue of 80 pages published by the Crouse-Hinds Com- 
pany, Syracuse, N. Y. 


Buffalo Gasolene Motor Company, Buffalo, N. Y., manu- 
facturer of Buffalo marine engines, had a very comprehensive 
and attractive exhibit at the Motor Boat Show at Boston. 
In addition to several various sizes of regular and heavy-duty 
types, the company exhibited a new model high-speed ma- 
chine, which is claimed by the manufacturer to represent the 
most up-to-date and highest grade piece of marine engine 
construction on the market to-day. In getting out this new 
machine the above-mentioned firm states that it has adhered 
to all the good principles and features of its former models, 
and also included a number of new and distinct improvements 
and ideas. These machines are built in four and six-cylinder, 
50 and 75-horsepower, 6% by 634—the last-mentioned size 
being exhibited at Boston. They are very compact machines, 
with low center of gravity; an important consideration for a 
speed boat, fitted with all modern improvements, such as force 
feed lubricators, double system of ignition, 7. e., Bosch 
magneto, direct connected, and timed with engine and regu- 
lar coil and battery system, a positive locking clutch in con- 
nection with regular friction clutch, rocker-arm construction 
for valve lifters and many other minor features. Although 
on the market only a short time, already a large number have 
been sold and many other sales are in prospect. In addition to 
this machine, this company exhibited the following: In its 
regular medium-weight, medium-speed machines, a 3-horse- 
power, two-cylinder; a to-horsepower, four-cylinder, a 
20-horsepower, four-cylinder, and in their high-powered ma- 
chines a 65-horsepower, four-cylinder machine, this machine 
differing in construction from any of their other models. In 
the slow-speed, heavy-duty type the company is exhibiting a 
new size 4-horsepower, single-cylinder engine, which has re- 
cently been placed on the market, and which is very popular 
for auxiliary work and for heavy class of boats where a small 
powered and absolutely reliable engine is required, a 12-horse- 
power, two-cylinder, and a 36-horsepower, four-cylinder. The 
company had many other articles and fittings in connection 
with its business on exhibition. The Buffalo Gasolene Motor 
Company will exhibit at the New York show, and at Buffalo, 
Toronto and Detroit. 


‘N 
l 

EST. 

1828. 


87-88-89, Grange Rd., 
BERMONDSEY, 
LONDON, S.E. | 


Manufacturers of - - 

PATENT SUBMARINE 
TELEPHONES, 
ELECTRIC LAMPS, 
Etc., Ete. 


ie | 3 : l 
Ce t. £ with : : : 
F a = DROINARY..DIVING “APPARATUS. 6 Wi i oa | 
t= i vy MANUFACTURED BY.” - 


Wi CEHEINKE aC: 
iy 87, GRANGE ROAD, 
. BERMONDSEY, 
LONDON, $.E, 


THREE GOLD 
MEDALS. 


SSS 


CEWIEINKE & Co 


Cables :— HEINDIG, LONDON.” | 
Codes :—A.B.C. 4th & 5th Eds. 
Telephone :—1998 HOP. 


SSS 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering FEBRUARY, 1909. 


Foundry machinery and equipment is the subject of book- 
let 93 issued by the Northern Engineering Works, Detroit, 
Mich. This company designs and equips complete foundry 
plants, and the booklet is a reminder of what the company 
makes in the line of foundry machinery. Larger catalogues 
and bulletins are issued, giving full particulars of every class, 
and these will be sent free upon request. 

“A History of the Seamless, Cold-Drawn Steel Tube 
Industry in America” is published in pamphlet form by the 
Ohio Seamless Tube Company, Shelby, Ohio. A free copy 
of this pamphlet will be sent to any reader mentioning this 
magazine. 


Detroit steam traps, tilted tank type, Detroit return trap 
system for boiler feed and water lift, are the subject of 
pamphlet No. 247 published by the American Blower Com- 
pany, Detroit, Mich. This return trap is a device for receiv- 
ing the water of condensation from whatever source, and 
automatically delivering it into the boiler at practically the 
temperature at which the steam is condensed. 


“Shop Heating; a Treatise Containing Practical Sug- 
gestions,” by F. R. Still, has been published in pamphlet 
form by the American Blower Company, Detroit, Mich. This 
pamphlet is beautifully printed and illustrated, like all pub- 
lications issued by the American Blower Company. A free 
copy will be sent to any reader mentioning this magazine. 


PREOISION 


Send for our 232-page Catalogue, No. 18-L 


Many new tools are shown by the more than 300 illustrations, 
and a number of improvements in design will be noticed, besides 
several more pages of useful tables than are given in earlier 
editions. Every tool is indexed both by name and number, and 
no pains haye been spared to make this the most complete and 
most attractive tool catalogue ever issued. A glance at the table 
of contents will indicate its wide scope. Among the many instru- 
ments of which we make a specialty are calipers and 
dividers of all sorts, center punches, gages of every description, 


Lumen bronze die castings are described in a booklet pub- 
lished by the Lumen Bearing Company, Buffalo, N. Y. The 
claim is made that Lumen bronze opens up a new field for 
die parts, as with a compressive strength of 80,0000 pounds 
per square inch claimed, a tensile strength of 35,000 pounds, a 
torsional strength of 35,000 pounds, and electric conductivity, 
said to be equal to that of high brass, it enables the company 
to offer a metal from which bearing parts may be cast in this 
form. 


The Quincy forge of the Fore River Shipbuilding Com- 
pany, Quincy, Mass., is the subject of a handsomely illustrated 
booklet published by the above company, which solicits forg- 
ing orders and will send prices on application. Photographs 
forges and also photographs of some of the company’s 
are shown of the machinery and tools in this company’s 
product, such as tug forgings, stern frame forgings and 
rudder frames. Special attention is called to a specimen of 
difficult forging, illustrated. This is a six-throw, one-piece, 
hollow bored, nickel-steel crank shaft for a 250-horsepower 
gasoline engine. Work of this nature requires absolute ac- 
curacy. 


Steam and oil separators are described in a catalogue pub- 
lished by the Pittsburg Gage & Supply Company, Pittsburg, 
Pa. Among the advantages claimed for separation are: “Be- 
sides affording protection against accident, the separator has 
other advantages of importance. The greatest of these in 
regular service is the increased efficiency due to delivery of 
dry steam. There is also the improved lubrication, eliminat- 
ing the losses of oil, which otherwise would be swept along 
with the water and go to waste in the exhaust. The separator 
catches all grit, scale, rust, gasket fragments and other foreign 
matter which may be carried along by the steam. Separators 
have been known to receive nuts, bolts, and even wrenches 
left in the piping system by careless workmen. Many an 
engine wreck has been averted in this way. A separator used 
before a steam turbine will be the means of eliminating the 
wear due to the impingement of water at high velocity on the 
blades. A separator is of value before a superheater, in- 
creasing its effectiveness by eliminating the retarding influence 
of entrained water.” 


Packings for surface condenser and heater tubes are de- 
scribed in illustrated circulars published by Joseph Allen, 
Collingswood, N. J. Every packing is stated to be a uniform 
coil of finest twisted cotton thread, and the claim is made 
that it outlasts the best tubes that are made. With each 
packing there is inserted a special flexible fiber washer, that 
goes next to the ferrule and prevents any slacking back. The 
packing and washer are inserted by one operation, and the 
manfacturer states that tube ends can be packed with ease at 
the rate of eight per minute; also that there is no danger of 
any leak. Tools made of fine, drawn steel, for inserting these 
packings, are also made by Mr. Allen, and he states that he 
sells them at cost price, and that with these tools ten tube 
ends per minute can be packed. A number of testimonial 
letters are reproduced from shipyards which have used these 
packings, among them being such concerns as the Newport 
News Shipbuilding & Dry Dock Company, Newport News, 
Va.; the Quintard Iron Works Company, New York City. 
There are also similar letters from the Navy Department and 
from the United States Revenue Cutter Service. 


micrometers, rules and squares 
of all kinds, steel tapes, and, in 
fact, almost every kind of in- 
strument of precision. 


The L. S. STARRETT CO. 


ATHOL, MASS., U. S.A. 


London Warehouse, 
36 and 37 Upper Thames St., 


The Powell 
‘White Star’ Valve 


RENEWABLE 
REVERSIBLE and 
REGRINDABLE 


’ The only valve on 
the market today com- 
bining the,above 
features. 

The White Star 
Renewable, Reversi- 
ble and Regrindable 
disc, being made of a 
peculiar white bronze, 
will resist high tem- 
peratures and the 
wearing action of 
superheated steam. 

The reversible and 
renewable features 
alone make it the most 
economical valve on 
the market today. 


Specify Powell 
to your jobber and 
insist on getting 
what you specify. 


LOOK FOR THE NAME 


THE WM. POWELL CO. 


CINCINNATI, OHIO 


NEW YORK, 254 CANAL STREET PHILADELPHIA, 518 ARCH STREET 
BOSTON, 239-245 CAUSEWAY 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, 1909. International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


[ you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease ? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from ‘first hand’’ experience? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


_ Patent Agent in Japan.—Patents, trademarks; most re- 
liable, experienced engineer. Y. Tsurumi, 144 Bentencho, 
Ushigome, Tokio. 


Electtie Heal 


The only when com- 
Vibration- pared with 
Proof Electric oa heaters not 
Thermostat |} --~§ — regulated. 
In existence. &g This is prov- 
Will abso- . en by records 


lutely main- |F 2 taken on 
tain accurate _ board of 


Day and 
Night Tem- 


peratures in 
electrically 


heated rooms. 
It saves from these records 


40 to 50% to anyone 


of current c. interested. 


modern trans- 
Atlantic 
liners. We 


will submit 


Mechanism of Thermostat 


GEISSINGER REGULATOR CO. 


- 203 GREENWICH ST., NEW YORK CITY 


British Agent: JOHN CARMICHAEL 
Crookston, Eaglescliffe, Durham 


A handsome pocket diary, bound in soft vellum, has been 
published by the Durable Wire Rope Company, 26 Atlantic 
avenue, Boston, Mass. This diary contains domestic and 
foreign postage rates, weather bureau signals, interest laws, 
tables of weights and measures, population of States and 
cities, as shown by the last census, of foreign coins, etc. A 
free copy will be sent to any reader who will mention INTER- 
NATIONAL MARINE ENGINEERING. 


A Valuable Gas Engine Catalogue——A copy of the 1909 
catalogue of Buffalo marine engines has just come to hand, 
and on looking it over its completeness and arrangement ap- 
pealed to us very much. In this catalogue the Buffalo Gaso- 
lene Motor Company, Buffalo, N. Y., illustrate, list and fully 
describe their complete line of medium-weight, medium-speed 
engines; their slow-speed, heavy-duty type of engine; “the 
original heavy-duty machine,’ and their new type high-speed 
machine, brought out for 1909 market, and which, it is said, 
promises to be one of the most popular high-speed machines 
on the market and an engine well worthy to be sold on 
“Buffalo Reputation.” The medium-weight, medium-speed 
machines, first mentioned, possess some new features said to 
be of great value. The improvements claimed for both the 
medium-speed and the heavy-duty engines for 1909 are as 
follows: Force-teed lubricators, gear driven; water-jacketed 
exhaust manifolds; rocker-arm construction for valve lifters; 
improved type of reverse gear, giving a much stronger and, 
at the same time, a much simpler clutch; double system of 
ignition, consisting of Bosch magneto, direct connected and 
timed with the engine for one system and the regular coil 
battery system. The above improvements are standard equip- 
ment on Buffalo engines—1o horsepower and oyver—hence- 
forth. Force-feed lubricators, Bosch magneto and water- 
jacketed exhaust manifolds are not applied to engines smaller 
than 10 horsepower as standard equipment. The new high- 
speed engines spoken of are claimed to be thoroughly up-to- 
date machines in every respect. In them are embodied all the 
principles and good features of previous models of this com- 
pany and some distinctive new improvements and good fea- 
tures, especially adapting them for the class of work they are 
designed for. These machines are built in two sizes only, 
four and six-cylinder, 50 and 75 horsepower, 6%4 by 634, ac- 
cording to the manufacture. They are built as light as it is 
possible to build an engine consistent with honest material 
and workmanship, and this lightweight is not obtained by 
sacrifice of strength in any of the vital parts. Aluminum 
alloy is used for base, crank chamber and journal caps and 
other castings where it can be used, and in many places steel 
forgings or steel castings are used where ordinarily gray iron 
is used, thereby obtaining the same, or greater, strength with 
less weight. The machines are complete in every detail. 
They are equipped with force-feed lubricators, double system 
of ignition, such as above described; rocker-arm construction 
for valve lifters, centrifugal water pump and plunger air 
pump and new type positive clutch, in connection with the 
regular friction clutch, absolutely guarding against slipping 
of the clutch when under way. The water jackets are ample, 
bearings are large and carefully fitted and well lubricated. 
It is said to be an engine that can be depended upon to go and 
keep going, to be a very smooth running machine and re- 
markably quiet. The catalogue also illustrates and lists a 
number of special outfits, such as small stationary and port- 
able plants, worked up by the use of the heavy-duty engine, 
with what changes were necessary to adapt it for stationary 
and portable work; a very compact and powerful pumping 
plant, on which their regular type medium-weight engine is 
used, and a generating set, consisting of regular type medium- 
speed engine, connected to generators, both the generator 
and engine being mounted on one solid frame, which makes a 
very compact outfit and a very attractive one in every re- 
spect. The catalogue also treats upon the new device got out, 
rendering possible the use of kerosene as fuel for Buffalo 
engines. This device has been thoroughly tried out, and is 
said to work to perfection. When the Buffalo is fitted with 
this device for the use of kerosene, the cylinders and valves 
are claimed not to become fouled rapidly, as perfect combus- 
tion is secured. The catalogue contains 48 pages, and is pro- 
fusely illustrated, not only with views of the various size 
engines but also some interesting photographs of boats in 
which Buffalo engines have been installed in various parts 
of the world, and concerning which there are some interesting 
write-ups. The catalogue is artistically arranged and printed. 
The Buffalo Gasolene Motor Company will be glad to mail 
their catalogue free to interested parties, and anyone de- 
siring same can secure it upon request and by mentioning the 
name of this publication. < 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


FEBRUARY, i909. 


CALENDARS RECEIVED. 


The Ashton Valve Company, 271 Franklin street, Boston, 
Mass., manufacturer of high-grade pop safety valves and 
steam gages. This company, as usual, issues an artistic calen- 
dar, showing in this case a lithographed picture of a lake 
in the woods, with a fair canoeist in a pink gown, which makes 
a striking contrast against the background of the lake and 
woods. 

The Glasgow Iron Company, Harrison building, Philadel- 
phia, Pa., manufacturer of flanged and pressed work of various 
descriptions. A large wall calendar, showing the various 
phases of the moon for the year. 

The Star Brass Manufacturing Company, 108 Dedham 
street, Boston, Mass., manufacturer of pop safety valves, 
gages and other steam specialties. A large wall calendar with 
illustrations at the top of this company’s products. 


H. B. Underwood & Company, 1025 Hamilton street, 
Philadelphia, Pa., manufacturer of portable tools for railway 
repair shops. A large wall calendar. 


The Bourne-Fuller Company, Cleveland, Ohio, dealers in 
iron, steel, pig iron and coke. A handsome wall calendar— 
jet black with white letters. 


Revere Rubber Company, Boston, Mass., manufacturer of 
rubber packings and mechanical rubber goods of all kinds. A 
wall calendar lithographed in several colors. 


Elisha Webb & Son Company, 136 South Front street, 
Philadelphia, Pa., manufacturer of and dealer in steamship 
equipment and supplies. A calendar giving the quarters of 
the moon, and a table showing the difference between the time 
of high water in Philadelphia and about 100 places on the 
United States coast. 


Moran Towing & Transportation Company, 17 Battery 
Place, New York City. A calendar showing high and low 
water for every day in the year at Sandy Hook, Governors 
Island and Hell Gate, and a tide table showing the difference 
between high water in New York and a large number of ports 
on the Atlantic Coast, as well as on the Hudson River. 


O. C. & K. R. Wilson, 78 Dey street, New York City. A 
calendar showing high and low water for every day in the 
year at Sandy Hook, Governors Island and Hell Gate, and a 
tide table showing the difference between high water in New 
York and a large number of ports on the Atlantic coast, as 
well as on the Hudson River. 


Theo. A. Crane’s Sons Company, Erie Basin, Brooklyn, 
N. Y. A calendar showing high and low water for every day 
in the year at Sandy Hook, Governors Island and Hell Gate, 
and a tide table showing the difference between high water in 
New York and a large number of ports on the Atlantic Coast, 
as well as on the Hudson River. 


Carter’s Ink Company, Boston, Mass. A small but hand- 
some calendar, lithographed in ‘several colors, showing a 
young lady driving a trap with a Boston bull dog on the seat 
beside her. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


The Unbreakable Pulley & Mill Gearing Company, Ltd., 
56 Cannon street, London, E. C., has published a catalogue for 
the benefit of those w ho, having used this company’s system 
of power transmission, are well ‘acquainted with its principles, 
and only need a handbook of dimensions, code words and 
prices of the standard fittings. No pains have been spared to 
make it complete, so that engineers and others may work out 
all the details and estimate the cost of any scheme from its 
pages. Several useful tables of powers, strengths, etc., have 
been included. 


A flashlight engine indicator for steam and explosion 
engines is the subject of an illustrated catalogue published by 
Dobbie McInnes, Ltd., 57 Bothwell street, Glasgow. The 
claim is made that by dispensing with the usual multiplying 
parallel motion this indicator obviates any risk of error, due 
6 inertia of such moving parts and of mechanical imper- 
fections, such as back lash in the transmission of the motion 
from the spring to the pencil. Instead of a parallel motion, 
which, irrespective of excellence of design and workman- 
ship, possesses weight, and is affected more or less by wear 
and tear, a beam of light is employed which is reflected fron 
a mirror, the end of which traces the indicated diagram on 


A New Easy Cutting Die Stock 


No other stock ever produced 
hasthe Patented Chip 
Shield which absolutely pre- 
vents chips and oil from clog- 
ging the leader screw. Every 


jliachto 2iineh RIGhONONE SET DIES) Goo) aoe wnat this means: 


THE OSTER MFG. CO. 


2200 East 61st Street CLEVELAND, OHIO 


EASY MONEY FOR 
MARINE ENGINEERS 


by writing up their experiences in making repairs 
to marine machinery. 


Send the stories with pencil sketches to 


INTERNATIONAL MARINE ENGINEERING 


17 BATTERY PLACE, NEW YORK or 
31 CHRISTOPHER ST., FINSBURY SQUARE, LONDON, E. C. 


We pay at the of $5.00 or £1 per thousand words, published. 
It will be like finding money to write some articles. 


Ss 


[THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


‘“Cog Wheel Brand” and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘“Cog Wheel Brand.”’ The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL, «votcan Brand.” 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


‘‘ Vulcan Brand.’’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telephone No.: 


Telegraphic Address: 


a “ PHOSBRONZE, LONDON.” 557 Hop. Lv 


10 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


a glass screen engraved with scales, or on a photograph plate. 


FEBRUARY, 1909. 


International Marine Engineering 


The Stern Sonneborg Oil Company, Ltd., Royal London 
House, Finsbury Square, has issued a catalogue dealing with 
oils and greases. It gives details of different kinds of lubri- 
cants suitable for all classes of machinery. Illustrations and 
particulars are also given of various kinds of lubricators, in- 
cluding Stern’s Stauffer lubricator. 


Electric cranes, capstans, turntables, etc., made by Cowans, 
Sheldon & Company, Ltd., St. Nicholas Works, Carlisle, 
are shown in their new illustrated list. Overhead elec- 
tric cranes, overhead revolving cranes, warehouse electric 
cranes, wharf electric cranes, electric derrick cranes, revolv- 
ing cantilever cranes, electric traveling cranes, etc., are shown 
to advantage. 


Steam and hand windlasses are the subject of circulars 
published by Harfield & Company, Ltd., Arundel House, Vic- 
toria Embankment, London, W. C. This company’s improved 
“B” design of steam engine and manual lever windlass, fitted 
with compound brakes and frictionless connectors and re- 
verse action, is stated to have the following advantages over 
ordinary windlasses: “It is made with a foundation plate, 
and arranged for the cables to lead to the underside, and after 
passing over the windlass to pay down through pipes formed 
in the side standards to the chain lockers underneath. It 
gives the cable double the amount of hold on the windlass, 
which is of great importance in ‘veering’ or ‘weighing,’ par- 
ticularly when the shackles are on the cable-holders with a 
heavy strain on the chain. The ‘pull’ of the cable, being in 
a direction parallel with the deck, has no ‘tilting’ or ‘capsizing’ 
effect (as in windlasses where the cable is taken over the top), 
and consequently there is much less strain on the deck and 
fastenings. These remarks apply also to the bow stoppers, 
which rarely require chocking up, and therefore are much less 
expensive to fit. The deck pipes, being in the side standards 
and a considerable height above the deck, are much more 
easily got at and made watertight than when they are under 
the windlass. The manual levers, being abaft the windlass, 
the men when working them are clear of the cables. The 


cables veer as freely as on windlasses where they lead over 
the top.” 


Ball bearings and steel balls, made by the Hoffmann 
Manufacturing Company, Ltd., Chelmsford, Essex, are de- 
scribed and illustrated in a handsome catalogue just published. 
The rings are said to be made of the very finest quality of 
steel, especially made for the purpose, and hardened in such 
a way as to secure absolute uniformity. The balls are made 
of a special quality of high-carbon tool steel, also especially 
made. They are all guaranteed to be perfect spheres and cor- 
rect to standard within 1/10,000 of an inch. 


Milling machines are described in a new list issued by 
John Holroyd & Co., Perseverance Works, Hilnrow, near 
Rochdale. Various types are illustrated, and a list of dimen- 
sions is given, together with other particulars relating to each 
class of machine. Most of the 70 pages in the list are well 
illustrated. We are informed that the list by no means repre- 
sents all milling machines which the firm has built, but only 
some of the principal machines are shown. 


The hydraulic steering telemotor made by Brown Bros. & 
Company, Ltd., Edinburgh, is the subject of an illustrated 
booklet which has just been published. The statement is made 
that when the distance between the steering engine and the 
position of the steering wheel is considerable, as in most 
modern ships, and it is desired to have connection between 
the steering wheel and the steering engine with as little fric- 
tion as possible, that the telemotor shows to the greatest 
advantage over shafting and its equivalents. Full instructions 
are given for charging, adjusting and working, and a large 
plate of detailed drawings is included in the volume. 


Expanded metal screens and covers for electrical plants, 
also expanded metal guards for ordinary machinery, are illus- 
trated in a list from the Expanded Metal Company, York 
Mansion, York street, Westminster, S. W.. Switchboard end 
screens with doors, switchboard base panels, switchboard en- 
closures, doors of expanded metal—hinged or sliding—sheet 
steel for oil switch cells, transformer housings, resistance 
covers, motor starter covers, covers for ventilators, lamp 
protectors and panels of various shapes are shown. Expanded 
metal machinery guards are illustrated, in use for covering 
various parts of machinery, such as gear wheels, belts and 
other dangerous parts. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made ofa special oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. It will not score the rod 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E..C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CuHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANGISCO, CAL., East 11TH STREET AND 3p Avenue, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


wi 


11 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


BALTIMORE, MD., 114 W. Battimore STREEY 
BUFFALO, N. Y., 600 PrupenTIAL BUILDING 
PITTSBURGH, PA., 913-915 LiBerty AVENvE 
SPOKANE, WASH., 163 S. Lincotn STREET 


International Marine Engineering 


Steam yachts, launches and motor boats are the subject of 
a handsomely illustrated booklet issued by Isaac J. Abdela & 
Mitchell, Ltd., Brimscombe and Manchester. This publication 
consists of half-tone illustrations of light draft passenger and 
cargo steamers, fire boats, launches, tugs and other small 
craft built by this company. 

Patent roller bearings are described in a catalogue pub- 
lished by the Empire Roller Bearings Company, Ltd., 15 Vic- 
toria street, Westminster, S. W. The claim is made that these 
roller bearings are of the most perfect design and durable 
form, and that they save about 90 percent of the loss of 
energy which is continuously expending in overcoming the 
great frictional resistance, due to the old form of fixed bear- 
ings supporting movine surfaces; also that the economy 
effected by a good roller bearing will at least equal that ob- 
tained by electric driving. 

F. & S. ball bearings, manufactured by Fichtel & Sachs, 
Schwenfurt, Bavaria, sole agents for the United Kingdom 
and Colonies, the Tormo Manufacturing Company, 67-68 
Bunhill Row, London, E. C., are described in an illustrated 
catalogue of 116 pages. This catalogues states that exhaustive 
experiments and great practical experience have taught the 
manufacturers to bring their ball bearings to such perfection 
that they are able to supply them with a full guarantee for 
their durability and efficiency, thus saving the users from 30 
to 40 percent in power and oil. It is stated that accuracy of 
these bearings is correct to 1/1000 mm., thus rendering all 
parts interchangeable. 


D. W. E. patent ball bearings are described in an illus- 
trated catalogue issued by Lud. Loewe & Company, Ltd., 30 
Farringdon Road, London, E. C. The catalogue states that 
the very wide application of these ball bearings affords ample 
proof that they are satisfactory under all conditions prevalent 
in general engineering practice; that for years they have 
been running 12,000 to 14,000 revolutions per minute, and that 
this figure by no means represents the limit. The catalogue 
also mentions, as showing their suitability for heavy work, 
that they have been successfully employed for the bearing of 
fly-wheels weighing 15 tons. They are said to be especially 
suitable for propellers, shafts, conveyors, electric motors, 
dynamos, steam turbines, ventilators and the like. 


Why take any risk when the 


for our literature. 


yay 


ARE YOUR BOILERS PROTECTED FROM OIL? 


Beware of oil from the piston rods and from the auxiliaries. 


You can depend upon the separated layers of terry for an efficient, double filtration. 


FEBRUARY, I909. 


BUSINESS NOTES 


AMERICA 


Mrs. Frances A. McIntosu, formerly advertising manager 
of the Buffalo Forge Company and associate companies, has 
resigned that position to open an office, where her services in 
the preparation and printing of advertising literature can be 
secured. Correspondence should be addressed to 103 Ander- 
son Place, Buffalo, N. Y. 


FREE.—A LARGE CAN OF GREASE, AN ENGINEER’S CAP and a fine 
brass grease cup. These articles will be sent absolutely with- 
out charge to any engineer who will write to Department V, 
the Keystone Lubricating Company, Philadelphia, Pa., men- 
tioning that he saw_ the offer in INTERNATIONAL MARINE 
ENGINEERING. 


CapiraL vs. Lasor—The American Blower Company, De- 
troit, Mich., writes us as follows: “We wish we could suit- 
ably outline to you the talk which Mr. James Inglis, president 
of this company, made in an address to the employees. as- 
sembled in our works, extending holiday greetings and express- 
ing the satisfaction of the management at the continued very 
cordial relations which have existed between it and the men, 
and in which there has practically been no break during more 
than a quarter of a century. The old antagonism between the 
employer and the employee is gradually disappearing, and 
better relations are constantly being established. This is 
illustrated more forcibly at Christmas time than any other, it 
having become a pretty general custom for employers to re- 
member their employees in some substantial way at that time. 
Two years ago this company distributed a large sum of 
money, by giving each one of their employees one dollar and 
one additional dollar for each year of continued employment. 
The largest single sum paid was $25.00, that being the entire 
life of the company at that time. Amounts ran from that to 
one dollar; no one received less than the latter amount. Last 
year, owing to the business depression, nothing of this nature 
was done, but this year the plan above outlined was again 
adopted.” 


Even without main cylinder lubrication, 


enough oil and grease may deposit to burn and blister tubes, cause leaks, reduce boiler capacity and 
efficiency and make worse trouble. 


Blackburn-Smith Feed Water Filter and Grease Extractor 


will retain the oil and other floating particles in the feed water. 


If you want the 


most conyenient, compact and reliable filter, one that can be cleaned without boiler shut down, ask 
Blackburn-Smith Filters are used in the United States Navy. 


30b 


JAMES BEGGS & CO., 111 Liberty Street, NEW YORK 


J. & EX. HALL. Ltd. 


>| 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS or CARBONIC ANHYDRIDE 


REFRIGERATING MACHINERY 


INSTALLATIONS SUPPLIED TO 


REPEAT 


(CO,) 


HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Go. 46 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 
ja etc., etc. Y 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


FEBRUARY, 1909. 


International Marine Engineering 


Meee ED 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (44 penny) per word. 
But no advertisement will be inserted for less than 75 cents (3 shillings). 
Replies can be seni to our care tf desired, and they will be forwarded 
without additional charge. 


Superintending engineer, age 39, seeks position as marine 
superintendent, taking full charge of fleet; fourteen years’ 
active sea time and four years as superintendent over fleet 
of twenty vessels; efficient and economical work guaranteed ; 
best of references furnished. Address Marsuper, care INTER- 
NATIONAL MARINE ENGINEERING. 


Back Numbers of “International Marine Engineering” 
Wanted.— Matteson & Drake, 59 Pearl street, New York City, 
wish to obtain one copy each of the January, 1905, and March, 
1907, issues of INTERNATIONAL MARINE ENGINEERING. Parties 
having these back numbers are requested to write Matteson & 
Drake, and tell them what price they place upon them. 


OOOO 


Tue NationaL Motor Boat SHow will be held at Madison 
Square Garden, New York City, Feb. 15 to 23, inclusive. This 
show will be under the auspices of the National Association 
of Engine and Boat Manufacturers, and is expected to be the 
largest and most successful yet held. 


BLoweR CoMPANIES CoNsSoLIpATE.—IThe American Blower 
Company, Detroit, Mich., and the Sirocco Engineering Com- 
pany, New York City, have been consolidated. The business 
will be carried on in future in the name of the American 
Blower Company, with the main office at Detroit, Mich. Mr. 
James Inglis will continue as president of the American 
Blower Company. Mr. William C: Redfield, who was presi- 
dent of the Sirocco Engineering Company, will be vice- 
president. Mr. Charles H. Gifford, the treasurer, was formerly 
general manager of the B. F. Sturtevant Company, and Mr. 
Still, the secretary, is chief engineer of the American Blower 
Company. 


Removat Notice.—The Mianus Motor Works, Mianus, 
Conn., manufacturers of the famous Mianus marine gasoline 
motors, announce the removal of their Philadelphia, Pa., 
branch from 208 Chestnut street to the Exhibition Depart- 
ment, Philadelphia, Bourse building. This change was neces- 
sitated owing to their former quarters being inadequate to 
take care of their trade in Eastern Pennsylvania, Southern 
New Jersey and Delaware. A large line of motors and parts 
will be carried in stock in the Bourse, and the exhibit will be 
one of the leading attractions in the Machinery Department. 


VESSELS CLASSED AND RATED in the Record of American and 
Foreign Shipping by the American Bureau of Shipping, 66 


Beaver street, New York: American screw, Mohawk; 
American screw, Cherokee; American schooner, Pharos; 
American five-masted schooner, Fuller Palmer; American 


six-masted schooner, Edward B. Winslow; American 
schooner, Stanley M. Seaman; American schooner, Hollis- 
wood; American tern, Rhoda Holmes; American tern, D. J. 
Sawyer; American tern, Charles A. Gilberg; American bark- 
entine, Allanwilde; American brig, Newburgh, and American 
brig, Nanticoke. 


BUSINESS NOTES 


GREAT BRITAIN 


THE SHIELDS ENGINEERING & Dry Dock Company, Lrtp., 
North Shields, has sent us a list showing its output of engines 
during the year 1908. In this list are fifteen triple expansion 
and fourteen compound engines, with a total indicated horse- 
power of 9,795. 


Isaac J. Appere & MitcHerr, Ltp., Brimscombe, during the 
past year built nineteen steel boafs and launches, two wooden 
boats and nine sets of engines, totaling 700 indicated horse- 
power. This firm is now building five steam launches, three 
motor boats, four steel boats and five sets of engines. 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL. ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
$14 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President—Charles N. Vosburgh, 6323 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chai1man—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


Swan, Hunter & WicHAm RicHarpson, Lrp., Wallsend 
and Walker-on-Tyne, launched during 1908 twelve steamships 
and five floating docks, the gross tonnage of which was 61,580. 


IrvINE’s SurippurtpInc & Dry Docks Company, Lrp., West 
Hartlepool, launched during the past year six steamships, with 
a total tonnage of 14,200. 


Ropner & Sons, during the year 1908, launched two steel 
vessels fitted with triple expansion engines. The gross ton- 
nage of these vessels was 5,005. 


Joun Dickinson & Sons, Lep., Sunderland, during the year 
1908 built engines and boilers for six steamships, the total 
Lloyd’s nominal horsepower being 2,040. In addition the firm 
built four extra boilers. 


J. W. Brooxe & Company, Ltp., Lowestoft, are now repre- 
sented in the North of Ireland by the Belfast Marine Motor 
Company, Ltd., 28 Waring street, Belfast, and the company’s 
Spanish agents at San Sebastian 2, Madrid, are the only 
agents for Brooke marine motors for the whole of Spain. 


THE ANNUAL CONVENTION AND BALL of the Institute of 
Marine Engineers was held in the King’s Hall and Council 
Chamber, Holborn Restaurant, on Dec. 11. Immediately after 
the concert a reception was held by the president of the in- 
stitute, James Denny, Esq., and Mrs. Denny. 


J. SamurL, Wuite & Company, Lrtp., East Cowes, Isle of 
Wight, during 1908 launched fourteen vessels with a gross 
tonnage of 2,555, and now have on hand seven unfinished 
vessels. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering FEBRUARY, 1909. 


RAINBOW PACHING 


CAN’T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 


ECONOMICAL 
RELIABLE 


Will hold the 
highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. “The celebrated Peerless 

Piston and Valve Rod PacHKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 
EUROPEAN AGENCY:—Carr Bros., Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich.—16—24 Woodward Ave. Indianapolis, Ind.—16—18 South Capitol Ave. Tacoma, Wash.—1316-1318 A’Street. 

Chicago, Ill.—202-210 South Water St. Omaha, Neb.—1218 Farnam St. Portland, Ore.—27-28 North}¥ront St 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—1621—1639 17th St. Vancouver, B. C.—Carral &, Alexander Sts. 

San Francisco, Cal.—416—422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS | 

New Orleans, La.—Cor. Common & ‘Tchoup- Waco, Texas—709-711 Austin Ave. Sole European Depot-—Anglo-American Rub- 
itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd., 58 Holborn Viaduct, Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. _ Glo, 185 © Le ? 

Houston, Tex.—113 Main St. Buffalo, N. Y.—379 Washington St. Paris, France—76 Ave. de la Republique. : 

Kansas City, Mo.—1221—-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 , Mercantile 

Seattle, Wash.—212-—216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. Seal 

Philadelphia, Pa.—245-247 Master St. Baltimore. Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6. 

Louisville, Ky.—111-121 West Main St. Spokane, Wash.—1016-1018 Railroad Ave. Sydney, Australia—270,George St. / | 
14 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


ae 


\ 


Marcu, 19009. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


“It’s Up to You” is the title of a booklet issued by the 
Bridgeport Motor Company, Inc., Bridgeport, Conn. In these 
pages will be found some hints which the company has pre- 
pared for prospective purchasers who are not familiar with 
gasoline motors, the aim being to give such people an idea 
of how to make a proper selection. A free copy of this book- 
let will be sent to any reader who will mention INTERNATIONAL 
MARINE ENGINEERING. 


“Her Last Hold” is lithographed in several colors on the 
calendar published by the Baldt Anchor Company, Chester, 
Pa. “I see a good ship riding all in the perilous road; the low 
reef roaring on her lee: the roll of ocean poured trom stem 
to stern, sea after sea; the mainmast by the board; the bul- 
warks down; the rudder gone; the boats stove in at the 
chains; but courage still, brave mariners—the Baldt anchor 
yet remains.” 

“Valves and Fittings for Ammonia” is the title of cata- 
logue 41 just published by Crane Company, Chicago, Ill. This 
is a cloth-bound volume of 128 pages, in which the statement 
is made that the valves and fittings therein illustrated (with the 
sole exception of malleable iron screwed fittings) are an entire 
new line, and were designed in accordance with the most ap- 
proved engine practice as to standards, interchangeability of 
parts, proportions, thickness of metal, etc. No attempt was 
made to use old patterns and tools. A free copy will be sent 
to any of our readers who will mention INTERNATIONAL 
MARINE ENGINEERING. 


Shipbuilders and shipowners should be interested in a 
booklet just mailed by the Polomeric Compound Company, 
Oakland, Cal. The manufacturer states that in offering Polo- 
meric compound it is offering an article that has been tried and 
tested for the last year and a half by the Union Iron Works, 
of San Francisco. The claim is made that this is the only 
composition offered to the trade that has dissolved red lead 
putty; that it has no equivalent as a resistor of crude oil, and 
that it not only resists but hardens in the oil. When testing 
tanks on board ship, Polomeric is recommended as superior to 
any other compound, as small leaks can easily be stopped and 
a valuable cargo perhaps saved. 


Ship and yacht owners, builders and naval architects should 
write A. B. Sands & Son Company, 20 Vesey Street, New 
York, for this company’s handsome catalogue of marine 
plumbing and fixtures. A free copy will be sent to every one 
of our readers who will mention INTERNATIONAL MARINE EN- 
GINEERING. 


The Greenwald automatic engine, manufactured by the 
I. & E. Greenwald Company, Cincinnati, Ohio, is the subject 
of a 64-page catalogue published by that company. ‘These 
engines are intended for use in electric light and power plants, 
for direct connection to electric generators, refrigerating ma- 
chines, etc. 


Features of “Graphite” for February.—Among the articles 
of interest in this issue is Chapter XI., on “The Preventing Cor- 
rosion of Steam Machinery,” by W. H. Wakeman; “Castor 
Oil Lubrication” and “More Crucible Records.” Grapiite is 
published by the Joseph Dixon Crucible Company, Jersey City, 
No Je 


“The Ferro Special,” a gas engine for launch, canoe, 
dinghy and stationary work where the load is constant, is 
described in illustrated bulletins published by the Ferro Ma- 
chine & Foundry Company, Cleveland, Ohio. This is a special 
3-horsepower motor, which is stated by the manufacturer to 
be strictly high-grade, with all modern improvements. The 
company states that it has been able to place a special low price 
on this machine by making 5,000 for the season’s demand. 
Those interested should write for the “Ferro Special,” men- 
tioning this magazine. 


“The Jones Stoker in Marine Service.”—This is the title 
of two handsomely illustrated pamphlets published by the 
Under-Feed Stoker Company of America, Marquette building, 
Chicago. One of these pamphlets describes the installation of 
the Jones stoker on the lake steamship James E. Davidson. 
The other pamphlet consists of a description of this stoker on 
the hydraulic dredge Francis T. Simmins. Copies of letters 
are attached from G. A. Tomlinson, owner of the James E. 
Davidson, showing a very heavy saving in coal consumption, 
and from the president of the Commissioners of Lincoln Park, 
Chicago, owners of the Francis T. Simmons, also showing a 
great economy in coal consumption. 


. E. HEINKE & CO. 


l Highest Awards 


| DIVING .. 
APPARATUS 


..- AT THE... 


1 
| Franco-British Exhibition 


eed 
= 


DIPLOMA OF 
HONOUR. 


—oto—_—_ 
+ 


LR CE 


SSS 


7) GRANGE ROAD. 


EST. 
1828. 


87-88-89, Grange Rd., 
BERMONDSEY, 
LONDON, S.E. 


Manufacturers of - - 
PATENT SUBMARINE 
TELEPHONES, 
ELECTRIC LAMPS, 
Kic., Ete. 


a 


Cables :—‘‘ HEINDIG, LONDON.” 


Codes :—A.B.C. 4th & Sth Eds. i 
Telephone :—1998 HOP. 
ee) 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering MARcH, 1909. 
| 


“Washington’s Old Home at Mt. Vernon,” a reproduction 
of the original painting by Henry P. Smith, is the subject of 
the 1909 art calendar published by the Falls Hollow Staybolt 
Company, Cuyahoga Falls, Ohio. 


Metallic packing is described in an illustrated catalogue 
by C. Lee Cook Manufacturing Company, Louisville, Ky. 
This company makes a specialty of packing adapted to extra 
heavy duty service in both marine and stationary engines. 


The “A B C” electric forge blower, made by the American 
Blower Company, Detroit, Mich., is, according to the manu- 
facturer, “something to blow about.” This blower is made 
in suitable size for blowing a single forge, and sells for $30. 
Blowers are also made for two and three fires. 


Wilson & Silsby, sailmakers, Boston, Mass., have published Gua ranteed Accurate 


a tide calendar, on which is a handsome half-tone picture, 
showing a race between the Little Rhody IJ. and the Dorothy CARIBE HLS SOCAN 


Q. This is a very handsome picture, the cloud effects being CLAMPS DIVIDERS 
especially noticeable. GAGES MICROMETERS 
“Eureka” packings, the Robertson-Thompson indicator, the RULES LEVELS 
Victor reducing wheel, and the Willis planimeter are among PROTRACTORS SQUARES 
the steam specialties described and illustrated in circulars MEASURING TAPES SPEED INDICATORS 
published by J. L. Robertson & Sons, 48 Warren street, New AND ALL INSTRUMENTS OF PRECISION 
York City. 
Steam turbines for direct-connected and belt service are CATALOGUE 18-L FREE 


made by the D’Olier Engineering Company, 119 South 
Eleventh street, Philadelphia. The company has just pub- THE L. S. STARRETT CO. 
lished leaflet No. 10, illustrating a number of different forms 

of its turbines. ATHOL, MASS., U. S. A. 


The Racine Boat Manufacturing Company, Muskegon, CondgmWarek 
Mich., has published an illustrated circular showing the plans 36 aap tt cle perae St 
of a 25-foot cabin cruiser, which it is prepared to build for an eel AUIS ASD 
$750. A full description is given of the construction of this tae 
boat and of the motor used. 


Niu 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Extracts from notes on phosphor bronze by the Admiralty 
chemist. (Paper read at the meeting of the Institute of 
Metals, November, 1908.) “Specifications for phosphor bronze 
compositions which specify the amount of phosphorus to be Th Pp [| 
present in terms of the amount of copper phosphide or tin : e owe 
phosphide employed in the mixture for melting, are regarded 
as unsatisfactory on account of their ambiguity. The only Whit t a3 V | 
satisfactory method of specifying the amount of phosphorus is | e a r ra ve 


to specify the percentage which is to be present in the finished 


metal, thus allowing the manufacturer himself to proportion RENEWABLE 

his additions of phosphorus in such a manner as to secure the : B REVERSIBLE and 
final necessary percentage. Such additions must, of course, < REGRINDABLE 

vary with the particular practice of melting, etc., adopted. = 

For phosphor bronze bearings the amount of phosphorus un- pul The only{valve on 
doubtedly should be high, but what the particular best limits . the market today com- 
should be, the writer is not prepared to state definitely. It ene ————, bining thejfabove 
should probably be from 0.8 to 1.0 percent, or possibly higher. il features. 

From the results of the chemical and mechanical tests re- haThe White Star 
corded in this paper, there appears to be some indication that Renewable, Reversi- 


ble and Regrindable 
disc, being made of a 
peculiar white bronze, 
will resist high tem- 
peratures and the 
wearing action of 
superheated steam. 
The reversible and 
renewable features 
alone make it the most 
economical valve on 


in a given phosphor bronze alloy of definite composition con- 
taining from 88 to go percent of copper, the raising of the 
amount of phosphorus present tends to raise somewhat the 
ultimate tensile stress, but at the same time lower the per- 
centage elongation of the material. The special characteristics 
of phosphor bronze are: 1. Its freedom from corrosion by 
salt water, which is apparently largely due to its freedom from 
zinc. 2. Its high qualities as a mechanical constructive ma- 
terial as compared with an ordinary zinc-free bronze. 3. The 
small effect which rise of temperature has upon its mechanical 


properties, which remain practically unimpaired at tempera- ii) 

tures at which zinc containing copper Aloe exhibit sotionts ACN Pinlilale | ERS EWES Hoek 
drops in strength. 4. A spark cannot be readily obtained from Oe Vas Specify Powell 
it by a blow. 5. Phosphor bronze of high contents possess TOV NY TINS to your jobber and 
low-friction coefficients for most metals, and are hard enough x insist on getting 
to resist abrasion well. On account of the above properties, ; what you specify. 


phosphor bronze is particularly suited for boiler fittings and 
for eS exposed) to sea water, for the eoneichetien of LOOK FOR THE NAME 

machinery for manufacturing explosives, and for bearings for 

high-speed machinery. To ensure obtaining the best Peete T H E W M. POWE LL CO. 
the manufacturers of ‘Cog-Wheel Brand’ phosphor bronze CINCINNATI, OHIO 

alloys, the Phosphor Bronze Company, Ltd., 87 Sumner street, NEW YORK, 254 CANAL STREET PHILADELPHIA, 518 ARCH STREET 
Southwark, London, S. E., state that this brand should always CINDER EERE CLAIR EN 

be specified.” 


8 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Marcu, 1¢09. 


International Marine Engineering 


All Change Does Not Mean Progress, 

But all Progress Means Change 

FP ee ee out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 

Hundreds of successful engineers testify that it lessens 


friction, prevents cutting, saves lubricant. Can you 
answer this question from “‘first hand” experience? 


Write for free booklet 58-C and a sample. 


you are only familiar with oil and grease lubrication, 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


Patent Agent in Japan.—Patents, trademarks; most re- 
liable, experienced engineer. Y. Tsurumi, 144 Bentencho, 
Ushigome, Tokio. 


Electtie Heat Regutation in Steam ships 


The only 


when com- 


Vibration- pared with 
Proof Electric heaters not 
Thermostat regulated. 


in existence. 
Will abso- 
lutely main- 
tain accurate 
Day and 
Night Tem- 
in 
electrically 
heated rooms. 
It saves from 


40 to 50% 


of current 


This is prov- 
en by records 
taken on 
board of 
modern trans- 
Atlantic 
liners. We 
will submit 
these records 


peratures 


to anyone 


interested. 


Mechanism of Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


JOHN CARMICHAEL 
Eaglescliffe, Durham 


British Agent: 
Crookston, 


9 


W. T. Elimore & Son. Ltd., Thurmaston, near Leicester, 
are publishing illustrated leaflets describing their deck chairs. 


Messrs. Dewrance & Company, 165 Great Dover street, 
S. E., have issued a neat catalogue of boiler and engine 
fittings. This catalogue is well printed and _ illustrated. 
Messrs. Dewrance’s boiler and engine fittings are well known. 
This list deals with asbestos-packed water gages and cocks, 
stop, feed and isolating valves, lubrication pressure gages, 
unions, etc. 


A circular has been issued by W. D. M’Kendrick & Com- 
pany, Oakland Works, Motherwell, N. B., giving details of 
the “Oakfield” drill head. This is a new drill head for fixing 
to the columns of existing boiler shell drilling machines. It 
is said to be specially designed to take full advantage of high- 
speed cutting steel, and will drill holes up to 1 1/16 inches 
diameter at .. inches per minute rate of feed. 


Power transmission is the subject of a catalogue issued in 
two sections by Rimington Bros., Carlisle. The two sections 
of this catalogue illustrate and describe almost every con- 
ceivable form of power transmission and accessories, such as 
shaft couplings of many kinds, roller bearings, shaft hangers, 
pulleys of all kinds, chain-driving devices, link steel belting, 
bucket elevators, machinery belting, etc. 


Ball bearings and thrust washers are described in an illus- 
trated catalogue published by Fisher’s Ball & Bearing Com- 
pany, Ltd., Hinckley street, Birmingham. The manufacturers 
state that these balls are technically perfect in construction 
and finish; that they are perfectly and equally hardened and 
almost indestructible; that they are remarkably long-lived, 
and that their cages are solid and robust and never break. 


Magnolia anti-friction metal, made by the Magnolia Anti- 
friction Metal Company of Great Britain, Ltd., 49 Queen 
Victoria street, London, E. C., is the subject of an illustrated 
catalogue issued by that company. Several comparative tables 
of government tests are published in this catalogue, showing 
the results of the use of Magnolia metal and of white brass 
for steamship service. . 


Crosby indicators, for steam, gas or oil engines, pumps and 
compressors, hydraulic and ammonia plants, etc., are de- 
scribed and illustrated in a catalogue published by the Crosby 
Steam Gage & Valve Company, 147 Queen Victoria street, 
London, E. C. The catalogue states that many thousand 
Crosby indicators are fitted to marine and land engines; that 
they are supplied to the British and foreign governments, 
engineers, engine builders, steam users and technical institutes 
all over the world. 


The “Gem” bench arbor straightener is described in circu- 
lars issued by S. Holmes & Company, Bradford. The circulars 
state that this machine has only to be installed in a shop to 
have its value at once appreciated. “The majority of turners, 
not being provided with such a machine, use the centers of 
the lathe for trueing purposes. This places a great strain 
upon the headstocks, and does great damage to the lathe. With 
this machine bent or crooked bars can be made straight with 
ease, and the work is done in a few seconds.” 


Michell patent thrust bearings for oil lubrication are de- 
scribed and illustrated in circulars published by G. B. Wood- 
ruff, 47 Victoria street, London, S. W. These bearings are 
designed with the object of securing in a collar bearing similar 
conditions to those which obtain in a journal bearing. In a 
collar bearing, it is said, the oil is squeezed out between two 
parallel surfaces, metallic contact taking place with cor- 
respondingly greater friction, and unless the pressure per 
square inch is kept very low the two surfaces seize. The 
statement is made that the Michell bearing will support a load 
of 500 pounds or more per square inch of rubbing surface, 
as against 60 or 70 pounds in the case of an ordinary collar 
bearing. 


The patent adjustable, liftable flue covers, made by the 
Adjustable Cover & Boiler Block Company, Ltd., 64 Victoria 
street, Westminster, London, S. W., are described in an illus- 
trated catalogue this company has published. Among the 
advantages claimed for this system are a great saving in fuel, 
because plants and flues can be swept clean of soot with ease 
and rapidity; no cracked brickwork, no chipping and no in- 
rush of cold air into the flues, because this setting is said to 
fully allow for expansion and contraction; daylight for in- 
spection secured and inspectors’ work facilitated in every case; 
no dismantling of brickwork for inspection; interruptions of 
work during inspection reduced to a minimum. The catalogue 
states that a boiler can be laid bare for inspection and covered 
again in about one hour. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


The Stern Sonneborn Oil Company, Ltd., Royal London 
House, Finsbury Square, E. C., has recently issued a small 
list dealing with “Sternol” lubricating specialties. 

R. Waygood & Company, Falmouth Road, London, S. E., 
are publishing circulars regarding their lifts and cranes, in 
which the statement is made that they have fitted more than 
100 lifts in steamships. 


Iron and steel tubes and fittings of all kinds and sizes are 
the subject of illustrated circulars published by John Spencer, 
Ltd., Wednesbury, Staffordshire. This firm makes a specialty 
of boiler tubes and accessories, etc. 


The Hornsby-Stockport gas engine and suction gas plant 
is decribed in illustrated pamphlets published by Richard 
Hornsby & Sons, Ltd., Grantham. It is stated that these gas 
engines are the product of thirty years of practical experience, 
and that more than 30,000 Hornsby-Stockport gas and oil 
engines have been sold. 


Among the lists recently published by Willock, Reid & 
Company, Ltd., Glasgow and London, are those describing 
patent pressed steel split pulleys, new special air-hardening 
steel for high speed, standard file list, list of boiler tubes and 
of cast iron pipes, etc. 


Messrs. J. H. Carruthers & Company, Ltd., Glasgow, 
issue an illustrated catalogue, in which are given sizes and 
other particulars of ballast and ash ejector pumps, air and 
circulating pumps, wet vacuum, feed, high and low service 
and other pumps, and also of condensers, feed-water filters, 
etc. 


Messrs. Nalder Bros. & Thompson, Ltd., 34 Queen street, 
E. C., have published recently a catalogue of electrical instru- 
ments. The list is fully illustrated and priced, and deals with 
ammeters and voltmeters (direct reading, recording and port- 
able), automatic switches and circuit breakers, wattmeters, 
Cue Cues 


Brooke marine motors are described and illustrated in a 
handsome catalogue published by J. W. Brooke & Company, 
Ltd., Lowestoft. This firm states that most of. their engines 
have been improved in details, besides which a 4o-horsepower, 
six-cylinder motor and a special restricted hydroplane motor 
have been added. Moreover, considerable reduction in prices 
will be noted. 


Bull’s metal, for propellers, tail shafts, etc., are illustrated 
in a catalogue just published by Bull’s Metal & Melloid Com- 
pany, Ltd, Yoker, near Glasgow. Among the advantages 
claimed for Bull’s propellers are increase of speed, perma- 
nent increase of efficiency, reduction in weight of the pro- 
peller and strains on the shaft, economy in repair account, and 
increase in strength. 


BUSINESS NOTES 


AMERICA 


BLowrErR CoMPANIES’ CONSOLIDATION.—Referring again to 
the announcement of the consolidation of the Sirocco Engi- 
neering Company, of New York City, and the American Blower 
Company, Detroit, Mich., the American Blower Company, 
under which name the consolidated companies will do business 
in future, writes us as follows: “The Sirocco fan is of Eng- 
lish invention, and from the date of its introduction has 
entirely upset former fan theories and practice. In the United 
States the Sirocco met bitter competition from all blower 
manufacturers, but has steadily advanced, until it is now used 
in some of the most important installations in the country, in 
the navy, and for mine and general ventilation. A dis- 
tinguishing feature of the Sirocco fan is the drum form of the 
runner, which consists of a large inlet chamber, enclosed by 
sixty-four long, narrow blades, curved forwardly. These 
blades take the place of the old paddle-wheel fan runner. 
How great an innovation the Sirocco fan proved to be is 
shown in the fact that for a given size of wheel at equal 
speeds, the Sirocco discharges four times as much air as 
former standard types of fans. For a given duty the Sirocco 
turbine wheel need be only about one-half the diameter of a 
paddle-wheel fan. It occupies only half the space, and saves 
one-third the weight and one-fifth the power of fans com- 
monly in use up to the time of the introduction of the Sirocco. 
It is owing to these features'that the merger of the Sirocco 
Company with the largest American blower concern is con- 
sidered the most important step that has ever been taken in 


the history of the fan and blower business in the United 
States.” 


yay 


Hel 


10 


Marcu, 1909. 


“SIROCCO” 


—TRADE MARK— 


AMERICAN BLOWER CO. 
DETROIT . 
(See page 35 this issue) 


THE PHOSPHOR — 
— BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


‘“Cog Wheel Brand” and ‘‘ Vulcan Brand ”’ 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


D) 


‘Cog Wheel Brand.” The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL. © Vutcan Brand.” 


The best filling and lining Metal in the market. 


BABBITT’S METAL. 


‘Vulcan Brand.’ Nine Grades. 


“PHOSPHOR”? WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. , 


“WHITE ANT” METAL, NO. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telegraphic Address: Telephone No.: 


557 Hop. Le 


“ PHOSBRONZE, LONDON.” 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. - 


Marcu, 1909. 


International Marine Engineering 


Tue InpustRIAL INSTRUMENT CoMPANY.—This company 
was organized by men who have long been engaged in the 
manufacture of measuring instruments, the leaders being B. 
B. Bristol, E. H. Bristol and W. E. Goodyear, all of Water- 
bury, Conn., who were for many years active in the develop- 
ment of the Bristol Company, and in the direction of its affairs 
during the time of its great development and success. The 
Messrs. Bristol, who were among the original incorporators 
of the Bristol Company, with several of their co-workers, 
withdrew from the company last spring, to develop a plan of 
larger scope and broader aims than was possible in that or- 
ganization. Their plan involves the development of an ex- 
tensive line of those types of measuring instruments and 
apparatus, the use of which promotes directly, or indirectly, 
safety and economy of operation in industrial plants, and 
oftentimes make possible operations which without such in- 
struments or apparatus would be impossible. It is proposed 
to concentrate all energies in the development and sale of a 
harmonious line of apparatus for this one broad, economic 


field. This plan presents many advantages from the cus-> 


tomer’s standpoint, in that he is able to secure a certain dis- 
tinct class of apparatus from one house, knowing that the 
component parts will harmonize and that he has obtained a 
well co-ordinated equipment designed to accomplish a certain 
result. He is relieved of the inconvenience of securing parts 
of an equipment from different makers, and of the responsi- 
bility and forethought necessary to insure their successful 
operation as a whole. From the vendor’s standpoint it is, of 
course, an advantage to have a certain class of customers 
whose problems it is possible to study, so that their peculiar 
requirements may be met to a nicety. Lastly, manufacturers’ 
efficiency is attained through'the use of the same equipment 
for the production of several closely related articles rather 
than the employment of different equipment for each. The 
Industrial Instrument Company, which was formed to achieve 
the above purposes, is a Connecticut corporation, with author- 
ized capital stock of $2,000,000. This company now owns the 
entire capital stock of the Standard Gauge Manufacturing 
Company, until recently of Syracuse, N. Y., and of the 
Standard Electric Time Company, of Waterbury, Conn. The 
Standard Gauge Manufacturing Company will be reincor- 
porated in Connecticut. It has purchased a plant at Foxboro, 
Mass., into which it has moved from its outgrown quarters at 


Syracuse. The personnel of the organization includes instru- 
ment engineers of long experience, so that its engineering staff 
is capable of meeting successfully demands for cpparatus of a 
special nature for particular conditions so long as it falls 
within the company’s scope. This engineering will continually 
be engaged in the development of those types of instruments 
necessary to complete the line planned by it. ‘The sales end of 
the business will be carried on by the Industrial Instrument 
Company, of New York, which has recently peen formed for 
this purpose. This company will handle the entire output of 
the Standard Gauge Manufacturing Company, and also the in- 
dustrial branch of the business of the Standard Electric Time 
Company. Its officers are: President, Bennett B. Bristol, 
formerly secretary and treasurer of tue Bristol Company; 
vice-president, Walter W. Patrick, until recently manager of 
the New York office of the Bristol Company; secretary, Henry 
P. Dennis, formerly manager of Chicago office of the Bristol 
Company ; treasurer, Arthur F. Mundy, secretary and general 
manager of the Standard Gauge Manufacturing Company. 
The home office will be located at Foxboro, Mass., with sales 
offices at 50 Church street, New York, and 753 Monadnock 
building, Chicago. 

Tue Unique Equipment Company, 59 Mill street, Astoria, 
N. Y., makes several specialties of interest to marine 
engineers, among them being the Unique metallic ring pack- 
ing and the Unique turbine fan blower. The statement is 
made that “ ‘We guarantee to give a new engine of any de- 
scription by using our new patented cylinder on our frame, 
and increase the efficiency of your plant with less cost and 
only a week’s delay.” ‘Ihe company peborcs cylinders, valve 
parts and pumps in position. 

Wrre Rope For SuHrp’s Rracinc.—The Drveiile Wire Rope 
Company, 26 Atlantic avenue, Boston, Mass., has received the 
following letter from Harold G. Foss, master of the schooner 
Sallie C. Marvel: “In reply to your inquiry regarding Durable 
wire rope with which my vessel is entirely fitted and rigged, 
beg to state that it has proved in every way satisfactory. The 
best recommendation of your wire rope that I know of is that 
our boom pennants are now seven years old (same age as the 
vessel), and, as far as I know, are just as good as new. 
Ordinary wire pennants last about three years. The standing 
rigging and the stays require very little care, and have always 
stood every test.” 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made ofaspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E. = ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CHestNuT STREET 
PHILADELPHIA, PA., 118-120 NortTH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREEt 
BUFFALO, N. Y., GOO PrRupenTIAL BUILDING 
PITTSBURGH, PA., 913-915 Liserty AvENvE 
SPOKANE, WASH., 163 S. Lincotn STREET 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


Marcu, 19009. 


THE SHIPYARDS, DRYDOCK AND MACHINE sHops of the Fred- 
erick A. Verdon Company have passed into new hands. 
The old-established business of the Frederick A. Verdon 
Company, on the north shore of West New Brighton, Staten 
Island, has been purchased by Messrs. George H. Waters, 
David H. Gildersleeve and Frederic L. Colver, and the busi- 
ness will shortly be reincorporated under the name of Waters, 
Gildersleeve, Colver Company. In 1886, Mr. Verdon es- 
tablished his business as marine engineer and machinist 
in Jersey City, and six years ago removed to the north 
shore of Staten Island, there to obtain larger facilities for 
ship building and repairing, marine engineering and machinist 
work, as well as dry docking. Mr. Waters, who has been the 
superintendent of the Verdon business during the past six 
years, had a previous experience of nearly twenty years in 
the floating equipment department of the Pennsylvania Rail- 
road, rising from an apprentice to the position of chief drafts- 
man and assistant master mechanic. He is, therefore, a 
thoroughly practical man, and will continue as superintendent 
we the new company, of which he will also be president. 

Gildersleeve, who is a well-known mechanical engineer 
on ‘ability, 2 graduated from Stevens Institute in 1889. For 
nearly ten years Mr. Gildersleeve was active in gas engineer- 
ing and in selling pumping and hydraulic machinery. He 
spent several years as first lieutenant in the United States 
Corps of Engineers in Cuba, during and following the Spanish- 
American war, and superintended the construction of the new 
sewerage system of the city of Havana. For the past five 
years he has been sales manager for the C. W. Hunt Com- 
pany, manufacturers of coal-carrying machinery, and he comes 
to the Verdon business well equipped to hold the position as 
vice-president and sales manager of the company. Mr. Colver, 
who is the secretary and treasurer of the company, has been a 
successful magazine publisher for more than twenty-five 
years. For many years he was the president and active head 
of the Frank Leslie Publishing House, and later controlled 
the American Magazine, which magazine he sold in 1906 to 
acquire an active-interest in the Success Magazine, and he was 
the founder, and for some time president, of the Periodical 
Publishers’ Association of America. He will now give his 
interests of the 
The Verdon ship- 


entire time to the financial and business 
Gildersleeve, Colver Company. 


Waters, 


ment. 


location of piping. 


IN THE UNITED STATES NAVY 


The new navy colliers, “Mars,” “Hector,” 


JAMES BEGGS & CO., 111 Liberty Street, NEW YORK 


J. & EK. HALL Ltd. 


yards have always done a good business, and in their present 
convenient location in the midst of New York harbor trans- 
portation, all sorts of harbor craft will find the new owners 
ready to meet their needs for construction and repairing and 
the supplying of all marine machinery. 


A Free Brorrer—The Falls Hollow Staybolt Company, 
Cuyahoga Falls, Ohio, will, upon request, furnish any fore- 
man boiler maker with one of its handsome celluloid blotters. 


THE SOUTHERN BRANCH of the American Steam Gauge & 
Valve Manufacturing Company, of Boston, for several years 
located in the Equitable building, Atlanta, Ga., has removed 
its offices to the Candler building in the same city. 


THe AMERICAN STEAM GauceE & VALVE MANUFACTURING 
Company, Boston, Mass., announces that Mr. John G. Guthrie 
has been appointed its sole representative in the Pittsburg 
district, with offices in the Columbia Bank building. 


THE FIFTH ANNUAL REGATTA Of the Palm Beach Power Boat 
Association, Lake Worth, Palm Beach, Fla., will take place 
on March 9g to 12, inclusive. Those interested should write 
for information to W. J. Morgan, Thoroughfare building, 
Broadway and Fifty-sixth and Fifty-seventh streets, New 
York. 


Mr. WitiiAMm C. Ennis, formerly superintendent of motive 
power and master mechanic of various railways, lately con- 
nected with the American Locomotive Company, and now 
located at 543 Broadway, Paterson, N. J., has been appointed 
the Falls Hollow Staybolt Company’s Eastern traveling rep- 
resentative. 


GOVERNMENT orDERS for “Use-Em-Up” drill sockets, schedule 
of supplies No. 233 (hardware and tools), Bureau of Con- 
struction and Repair of the United States navy (Eastern 
yards), contained a request for bids on 12 dozen “Use-Em-Up” 
drill sockets, made by the American Specialty Company, 
Chicago, Ill. These sockets are similar to the standard taper 
socket with the exception of a flat on the inside, and are 
designed to use up taper-shank drills having the tangs twisted 
off or the shank broken. They are now in use by the United 
States government in twenty-seven different places, as well 
as in-six places by the government of Canada and two places 
by the government of Mexico. 


and “Vulcan” are fitted with the best obtainable equip- 


When it came to protecting their boilers from oil, it didn’t take long to decide on the 


Blackburn-Smith Feed Water Filter and Grease Extractor 


and it won’t take any engineer long to appreciate our method of double filtration through separated 
terry cloths, our small, convenient cartridges, the compact arrangement of parts, and the practical 


If you find oil in your boilers, read our booklet. 
Our engineers offer free advice on filtering problems. 


30c 


ay 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


makers or GARBONIC ANHYDRIDE 


(CO,) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Go. 53 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Go. 50 CHARGEURS.REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 46 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 
& etc., etc. Y 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Marcu, 19009. 


International Marine Engineering 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (% penny) per word. 
But no advertisement will be inserted for less than 75 cents (8 shillings). 
Replies can be sent to our care if desired, and they will be forwarded 
without additional charge. 


Superintending engineer, age 39, seeks position as marine 
superintendent, taking full charge of fleet; fourteen years’ 
active sea time and four years as superintendent over fleet 
of twenty vessels; efficient and economical work guaranteed; 
best of references furnished. Address Marsuper, care INTER- 
NATIONAL MARINE ENGINEERING. : 


BUSINESS NOTES 


GREAT BRITAIN 


THE FIRM oF Wales, Dove & Company, Ltp., who exhibit 
at the Palace of Machinery, Stand No. 337, of the Franco- 
British Exhibition, their patent “Bitumastic” enamels, as ap- 
plied to the ships of the British and foreign admiralties, the 
mercantile marine throughout the world, and to the plant of 
the chief industrial concerns, railways and municipal corpora- 
tions in the United Kingdom, have been awarded two diplo- 
mas of the highest merit with gold medals, in classes re- 
ferring to the mercantile marine and civil engineering, re- 
spectively. This firm also received gold medals at Genoa 1905, 
Milan 1906, Savona 1906, and Bordeaux 1907, for superiority 
of the anti-corrosive qualities of their patent ‘‘Bitumastic” 
enamels, covering and solution. 


A LARGE NUMBER OF MEMBERS of the Junior Institution of 
Engineers recently availed themselves of the invitation to 
visit Messrs. Siebe Gorman & Company’s submarine engineer- 
ing works, in Westminster Bridge Road, being received by Sir 
Richard Awdry, K. C. B., one of the directors; they listened 
to an extremely interesting address by Dr. Leonard Hill, 
F. R. C, on the physics and physiology of diving, caisson 
disease, etc. Demonstrations were carried out in the large 
experimental diving tank to illustrate the following: Diving 
apparatus as used in the British navy, fitted with telephone 
and electric lamps; self-contained diving apparatus employed 
in cases where the ordinary apparatus with pumps and air 
pipes would be impracticable; the Hall-Rees self-contained 
_ dress, enabling men to escape from disabled submarines. A 
glass-fronted air-tight chamber, filled with dense fumes, was 
brought into use for demonstrating the method of operating 
with the self-contained breathing apparatus in irrespirable 
atmospheres, for rescue work in mines, etc. Mr. H. A. Fleuss, 
the inventor of the first apparatus of this description, also 
spoke, giving an account of his experience in connection with 
the flooding of the Severn tunnel and other particulars of 
much interest. ; 


A SMALL BUT INTERESTING twin screw steamer, constructed 
at the Neptune Works of Swan, Hunter & Wigham Richard- 
son, Ltd., was launched on Jan. 21. This vessel, the Simcoe, 
was built to the order of the Canadian government, and is 
destined for use as a lighthouse tender and for buoy service 
in Georgian Bay. For these purposes the steamer is equipped 
with appliances for lifting exceptionally heavy weights, in- 
cluding powerful winches and derricks. The vessel is also 
adapted. for safe navigation amongst the ice which she will 
frequently meet when on service. The steamer is being fitted 
_by the builders with twin-screw triple-expansion engines, 

which receive steam from two watertube Babcock & Wilcox 
boilers. The vessel is 180 feet in length by 35 feet beam, built 
of steel, with poop and forecastle, the well between being 
adapted for the carriage of the larger buoys. The vessel is to 
be fitted with an installation for wireless telegraphy, and has a 
Stone’s underwater ash expeller. The accommodation, which 
has been specially designed for comfort in both hot and cold 
weather, will accommodate not only the officials directly con- 
nected with the ship, but also the Canadian government 
officials whose duty it may be to inspect the lighthouses, etc. 
In addition to the ordinary equipment of boats, lifeboats, etc., 
a powerful steam launch is to be supplied. ; 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
314 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. e 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
58 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


Vresident—Wm. F. Yates, 21 State St., New York City. 

First WVice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President—Charles N. Vosburgh, 6328 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


IRVINE’S SHIPBUILDING & Dry Docks Company, Lrp., West 
Hartlepool, launched from their dockyard, on Dec. 24, the 
handsome steel screw steamer Rouen, built to the order of 
Furness, Withy & Company, Ltd. West Hartlepool. This 
vessel is one of the most up-to-date and one of the largest 
self-trimming colliers afloat, having extremely large hatch- 
ways and equipment for rapid loading and discharging, and is 
fitted with a complete installation of electric lights, having 
large clusters at each hatch. The dimensions of the vessel 
are as follows: 290 feet by 40 feet 2 inches by 20 feet 6% 
inches. She is fitted with poop, bridge and topgallant fore- 
castle. She is built to the highest class in British Corpora- 
tion Registry. A cellular double bottom is fitted throughout, 
with extra large after-peak tank, thereby considerably immers- 
ing the propeller, and thus enabling the vessel to make pas- 
sages in ballast condition without reducing her steaming 
qualities. The pumping arrangements have been so carried 
out that the whole of the water ballast can be pumped out in 
2% hours, which enables the vessel to make the port in a full 
ballast condition, while at the same time she is able to com- 
mence loading immediately. She is constructed with bulb 
angle frames and longitudinal stringers, and is sub-divided to 
give four clear holds. A powerful quick-warping steam wind- 
lass is fitted forward for working the cables, and steam steer- 
ing gear is fitted amidships with hand-screw gear aft. Ac- 
commodation for the captain and officers is arranged in the 
poop; engineers in houses amidships; crew and firemen in the 
forecastle. The cabins throughout will be heated with steam, 
and the sanitary, ventilating and lighting arrangements have 
been effected on the most approved lines. Triple-expansion 
engines are being supplied and fitted by MacColl & Pollock, 
Sunderland, having cylinders 2014 inches, 33 inches, 54 inches 
by 36 inches stroke; two large single-ended boilers, 180 pounds 
pressure. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


RAINBOW PACHING| 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 
ECONOMICAL 
Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 
EUROPEAN AGENCY]/:—Carr Bros., :Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich.—16-24 Woodward Ave. Indianapolis, Ind.—16-18 South Capitol Ave. }4 Tacoma, Wash.—1316-1318 A Street. 

Chicago, I1l.—202-210 South Water St. Omaha, Neb.—1218 Farnam St. Portland, Ore.—27-28 North!#ront St 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—1621-1639 17th St. Vancouver, B. C.—Carral & Alexander Sts. 

San Francisco, Cal.—416—422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS | 

New Orleans, La.—Cor. Common & Tchoup- Waco, Texas—709-711 Austin Ave. Sole European _Depot—Anglo-American Rub- 
itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd., 58 Holborn Viaduct, Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. don, HE. C. q 

Houston, Tex.—113 Main St. Buffalo, N. Y.—379 Washington St. Paris, France—76 Ave. de la Republique. : 

Kansas City, Mo.—1221-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 Mercantile 

Seattle, Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. 

Philadelphia, Pa.—245-247 Master St. Baltimore, Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6. 

| Louisville, Ky.—111-121 West Main St. Spokane, Wash.—1016-1018 Railroad Ave. Sydney, Australia—270:George St. . 


14 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


_" 


APRIL, 1909. 


International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 


Centrifugal pumps are the subject of an illustrated cata- 
logue just published by the D’Olier Engineering Company, of 
Philadelphia, Pa. 


Bulletins of Interest to Rope Buyers Sent Free.—‘‘Ply- 
mouth Products” is the title of a series of interesting and 
handsomely illustrated booklets published by the Plymouth 
Cordage Company, North Plymouth, Mass. ‘These bulletins 
take up the question of rope manufacturing from the raw 
material to the finished product, and begin with a few facts 
regarding the so-called manila hemp, which is not a hemp at 
all but a fiber obtained from the wild banana plant of the 
Philippine Islands. This plant has never been successfully 
cultivated elsewhere. A description is given of this plant and of 
the process by which the hemp is obtained. A full description 
is also given of the company’s factory and various uses of 
rope which will be found of general interest to our readers. 
Any one who is interested will be placed on the Plymouth 
Cordage Company’s free mailing list, to receive these bulletins 
regularly, by mentioning INTERNATIONAL MARINE ENGINEERING. 


The Motor that Motes.—The Bridgeport Motor Company, 
Bridgeport, Conn., is mailing circulars “descriptive of the 
‘Special 1909 Bridgeport, a new model which we have just 
brought out, and if you are still in the market for a motor 
this circular should interest you greatly. If you have gone 
into the motor question thoroughly, you are undoubtedly con- 
vinced as to the high standing of the Bridgeport motor, and 
that it is the most practical and economical motor which you can 
invest in. There are points of construction in our catalogue 
which cannot fail to impress you if you are in any way 
mechanical. These points are set out clearly, and the state- 
ments made by us are absolutely correct. We offer no mis- 
leading statements to assist in creating a sale, and if you 
place your order with us you are sure of receiving a first 
class, practical outfit. If there are any points of construction 
upon which you are not clear, kindly advise, and we shall be 
glad to give you detailed information. We are here to serve 
you in just such matters, and shall be pleased to receive your 
communications.” 


Oil filters are the subject of a circular which has been pub- 
lished by the Industrial Instrument Company, Foxboro, Mass. 
Among the new features claimed for the “Eclipse” filters are 
an automatic float-valve, regulating the flow through the filter. 
The company will instal one of these filters on trial for re- 
sponsible parties. 

“Oil vs. Coal” is the title of a pamphlet published by Tate, 
Jones & Company, Inc., Pittsburg, Pa. “There are several 
standard fuels—the most important of which are coal, gas and 
oil—all possessing their advantages and disadvantages. The 
oil, perhaps the least commonly known of any, possesses un- 
questionably the greatest value as regards the operating cost. 
There are a few isolated exceptions. The installation of oil 
fuel not only does away with the extra handling of the fuel 
(as the oil is conveyed to the respective furnaces through 
pipes), but leaves no residue or ashes to be removed after- 
wards. These advantages, coupled with those of uniformity 
of heat, perfect control over the fuel at all times, cleanliness, 
lower operating and maintenance costs, a material economy in 
storage space, safety against fires and other accidents due to 
flying sparks and hot coals, gas explosions, etc., and quickness 
with which a fire can be started, tend to prove the cause of the 
strong popularity of this class of fuel. These maximum re- 
sults are, however, only possible where a thoroughly practical 
and scientific system or burner is employed, a burner which 
assures absolutely perfect atomization with a minimum air 
pressure. To accomplish these two important points a com- 
bination high and low-pressure oil burner, in which the oil is 
fed to the burner at from 15 to 25 pounds pressure, and there 
atomized by a small quantity of compressed air (or steam 
under certain conditions) at a slightly lower pressure is im- 
perative, after which an air blast of from 2 to 6 ounces is 
used to supply the necessary amount of oxygen for completing 
combustion. This, briefly, is the principle upon which the 
Kirkwood combination high and low-pressure oil burner 
operates, and it has been found that the amount of compressed 
air required for atomization is so small that the supply re- 
quired for a number of burners is almost negligible in a plant 
using compressed air for other purposes. In cases where it is 
necessary to install the suitable apparatus for operating the 
oil burner it will be found that the small amount of air con- 
sumed renders the cost of the plant a nominal one, while the 
operating expense will be very small.” 


WHAT MECHANICAL-DRAFT FAN ? 


One that takes more power than it should? 

One that is liable to go to pieces because of poor 
construction or design? 

One that is put in by guesswork? 


OR A STURTEVANT 


| The most efficient and satisfactory fan made. 
The fan that has wonderful strength and rigidity. 
The fan that is installed by engineers, and driven 
by engines, motors, or turbines especially de- 
signed for fan driving. 


B. F. STURTEVANT CO., Boston, Mass. 


GENERAL OFFICE AND WORKS, 
CHICAGO 


NEW YORK PHILADELPHIA 


HYDE PARK, MASS. 


CINCINNATI LONDON 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and SteamTurbines; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


Steam Traps, Etc. 


73° 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


APRIL, 1909. 


1909 marine engines are described and_ illustrated in a 
catalogue issued by the Anderson Engine Company, Shelby- 
ville, IIk This catalogue states that the company has devoted 
many years to building these engines and bringing them up 
to their present high standing. 


A valuable valve catalogue, which will be mailed free of 
cost to any of our readers upon request, has just been _pub- 
lished by the Nelson Valve Company, Chestnut Hill, Phila- 
delphia. This is a cloth-bound volume of 220 pages, showing 
gate, globe, angle and check valves in large varieties, made of 
various metals. Among the new features included are the 
new patented bronze swing check valves and hydraulically. and 
electrically-operated gate valves. The listing of steel gate and 
globe valves for high pressures and superheated steam is said 
to mark a new era in high-class valve construction. Another 
innovation is the listing of open-hearth steel fittings. There are 
many engravings of both inside and outside views. The de- 
scriptive article and dimension lists immediately opposite the 
engravings facilitate easy and critical study of each of the 
valves. Test pressures as well as the working pressures are 
in each case given, so that the valve user has a definite basis 
for selection of the valve he wants. 


Searchlights are the subject of a catalogue published by 
Carlisle & Finch Company, 229 East Clifton avenue, Cincinnati, 
Ohio. “To possess an electric searchlight has been the dream 
of almost every owner of a power boat, but how few have 
realized this dream is attested by the very few launches that 
carry anything but an oil lamp or an occasional acetylene light. 
To any one looking at the great number of launches and other 
small craft at any one of our numerous summer resorts, the 
fact will be most forcibly impressed upon him that few of 
them have any adequate means of illuminating their course at 
night. In fact, a great many do not carry any lights at all, 
thus jeopardizing the lives of those on board and proving an 
endless annoyance to steamers and other craft. We have 
made a careful and exhaustive study of this important ques- 
tion, and offer to the yachting fraternity a complete outfit of 
dynamo and searchlight, together with wire, switches, insula- 
tors, etc., ready to be put into position. Everything is fur- 
nished complete, so that the outfit may be shipped to the most 
remote localities and put on any boat without having to pur- 
chase any additional material. We are also furnishing elec- 
tric light plants driven by gasoline engines which are com- 
plete and self-contained, and may be used on power boats, 
launches and sailing vessels for lighting incandescent lamps or 
a searchlight.” 


A small electric light and ignition outfit is made by the 
Richardson Engineering Company, 107 Liberty street, New 
York City. “We have designed the following outfits to meet 
the great demand for a real electric light plant for even the 
smallest launch. Although the quality of these goods is the 
best, the price is as low as is consistent with the best quality. 
These equipments have been made possible by our automatic 
storage battery charging box, which is a highly polished 
mahogany box resembling a spark coil box, having inside a 
voltmeter and an ammeter of the polarity type, our regular 
automatic storage battery charging switch and a control 
switch. On the face of the box are two openings covered with 
beveled glass, showing the scales of each meter, and on the 
side is a lever which operates the.control switch. When this 
lever is pushed up the combination is arranged to connect the 
storage battery with the lights and to disconnect the gen- 
erator from the storage battery. The voltmeter in this posi- 
tion indicates the voltage of the lights. This position is 
marked ‘Discharge,’ and the ammeter will register the amount 
of current used by the lamps, the pointer moving in a right- 
hand direction from zero. In the central position, marked on 
the box ‘Off,’ everything is disconnected, the voltmeter only 
indicating the voltage of the battery. Throwing the lever 
down to the position marked ‘Charge’ connects the generator 
with the storage battery through our automatic storage battery- 
charging switch, at the same time the lights are so connected 
that they can be used with perfect safety while charging the 
battery, and not burn any brighter than ordinary. If the 
engine is up to speed the automatic switch will make connec- 
tion between the generator and the battery, the voltmeter will 
indicate the charging voltage and the ammeter pointer will 
move to the left, both indicating that the battery is being 
charged and at how many amperes. This box, 7 by 9 by 3 
inches deep, contains all of the apparatus we have formerly 
used on our small switchboards. In a recess on the under side 
are the necessary terminals, the same as on a spark coil for 
connecting the various wires and also a plug fuse which pro- 
tects the batteries both while charging and discharging. On 
the back of the box are printed directions for installing and 
operating.” 


AND INSTRUMENTS OF 
PRECIESION 


Send for our 232-page Catalogue, No. 18-L 


Many new tools are shown by the more than 300 illustrations, 
and a number of improvements in design will be noticed, besides 
several more pages of useful tables than are given in earlier 
editions. Every tool is indexed both by name and number, and 
no pains have been spared to make this the most complete and 
most attractive tool catalogue ever issued. A glance at the table 
of contents will indicate its wide scope. Among the many instru- 
ments of which we make a specialty are calipers and 
dividers of all sorts, center punches, gages of every description, 

micrometers, rules and squares 
of all kinds, steel tapes, and, in 
fact, almost every kind of in- 
strument of precision. 


The L.S. STARRETT CO, 
ATHOL, MASS., U. S. A. 


London Warehouse, 
36 and 37 Upper Thames St., 


The Powell Pilot Brass Mounted or All 
Iron Gate Valve a Dowtbte Disk Iron body Gate Valve 


for medium pressures. The 
body is strong and compact 
with heavy lugs carrying 
stud bolts E. The stud 
holes in lugs of bonnet cap 
A, being accurately drilled 
to template, permits the 
valve to be assembled any 
old way. No matter how 
you handle it after taking 
apart, it always fits. 

The Double Brass Disks, 
made adjustable by balland 
socket back, are hung in re- 
cesses to the collar on the 
lower end of the stem. Stem 
is cut to a true Acme 
thread, the best for wear. 

The Powell Pilot Gate 
Valve is also made ALL 
IRON. For the control of 
cyanide solutions, acids, am- 
monia and other fluids that 
attack brass, it has no equal. 

Send for special circular. 


IF YOUR jobber does not have them 
in stock=-ask us who does 


THE WM. POWELL COMPANY 


CINCINNATI, OHIO 


New York: 254 Canal St. Boston: 239=45 Causeway St. 
Philadelphia: 518 Arch St. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


APRIL, 1909. International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


EF you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from “‘first hand’’ experience? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


The Fore River Shipbuilding Company, Quincy, Mass., 
has published a pamphlet devoted to its “capacity for mis- 
cellaneous work.” This pamphlet describes the location of 
the company’s shipyards, gives a partial list of the various 
naval and merchant vessels it has built, an account of its 
organization for productive work, and its capacity for making 
marine repairs. 


Electric Heat 


The only . when com- 
Vibration- : » \ pared with 
Proof Electric | heaters not 
Thermostat Care regulated. 
in existence. 3 This is prov- 
Will abso- |B | en by records 


lutely main- taken on 
tain accurate | board of 


Day and 
Night Tem- 
peratures in 
electrically 
heated rooms. 
It saves from \j 
40 to 50% ' to anyone 
of current e 37 interested. 


modern trans- 
Atlantic 
liners. We 


will submit 


these records 


Mechanism of Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


British Agent: JOHN CARMICHAEL 
Crookston, Eaglescliffe, Durham 


9 


When writing to advertisers, please mention 


The Richardson automatic sight feed oil pump is de- 
scribed in illustrated Bulletin No. 209, published by the Sight 
Feed Oil Pump Company, Milwaukee, Wis. This is a reissue 
of an older bulletin, but gives more information and in better 
ways. 

Marine gasoline engines are described and illustrated in 
a catologue published by Fairbanks, Morse & Company, Chi- 
cago, Ill. This catalogue states that the simplicity of the 
company’s two-cycle engine, its ease of operation and re- 
duced vibration, together with the steady motion due to an 
explosion at each revolution, makes it particularly desirable in 
small or high-speed boats. 


“Aid to Shippers” is the title of a 72-page book containing 
a quantity of information of value to all engaged in the ex- 
port or import trade. The book is issued by Oelrichs & Com- 
pany, of New York, for more than forty years the American 
representatives of the North German Lloyd Steamship Com- 
pany, who by reason of long experience are qualified to advise. 
The table of foreign moneys with United States equivalents, 
together with weights, measurements, tariffs, customs require- 
ments, etc., etc., will be found of great value. Aids to Ship- 
pers will be sent, postpaid, on request to Oelrichs & Company, 
Forwarding Department, 5 Greenwich street, New York. 


Grinding wheels and machinery and other Norton prod- 
ucts, such as glass-cutting wheels, India oil stones, rubbing 
and sharpening stones, etc., are described in a handsomely 
printed and illustrated folder of 168 pages, just issued by 
Norton Company, Worcester, Mass. A complete description 
is given of the process of manufacturing alundum, which is 
“an electric furnace product—a remarkable reproduction of 
one of the minerals of nature, corundum, but of a quality far 
superior to the natural product.” A free copy of this very 
valuable catalogue will be sent to any reader who will men- 
tion INTERNATIONAL MARINE ENGINEERING. 


A handsomely printed and illustrated pamphlet, devoted 
to a description of the Quintard Iron Works, East Twelfth 
street, New York, has just been published. This concern was 
established in 1865, and since that time has carried on a gen- 
eral machinery and boiler business. It is equipped to handle 
all classes of work, both light and heavy. The forge depart- 
ment includes a hydraulic flanging machine and riveter, a large 
annealing furnace and a heavy steam hammer. Among the 
well-known boats which have been built by this company are 
the United States gunboats Concord and Bennington, the 
cruiser Marblehead, the Fall River Line steamer Common- 
wealth, J. Pierpont Morgan’s yacht Corsair, the New England 
Navigation Company’s steamships Massachusetts, Bunker Hill 
and Old Colony, and many others. 


The thirty-third edition of the catalogue of Keuffel & 
Esser Company, which has just been published, is the largest 
as yet issued by this well-known firm, and will, no doubt, be 
of great interest to every engineer and architect. The gen- 
eral appearance of the catalogue has been much improved, 
and it is handsomely bound. Interspersed throughout the book 
are fine illustrations, showing for the first time the interiors 
of the general offices and factory buildings at Hoboken, N. J., 
which they now occupy, as well as glimpses of the stores in 
New York, Chicago, St. Louis, San Francisco and Montreal. 
An important change in the general arrangement of the cata- 
logue has been made by creating a special section for “draft- 
ing-office furniture,’ which is now forming an important de- 
partment among the goods manufactured. The catalogue con- 
tains 540 pages, and will be sent free of charge to readers who 
will mention this magazine. 

“Fear Not to Sow’ is the caption of a neat combined 
calendar and blotter issued by the Geo. H. Gibson Company, 
advertising engineers, Tribune building, New York City. 
They advise manufacturers of engineering supplies and equip- 
ment to prepare the way for large sales during the resumption 
of business by means of intelligently directed, educational pub- 
licity. They contend that advertising tends to reduce rather 
than increase the percentage expense of selling; that it re- 
duces the risks of capital and the loss from idle capital; that 
it tends to expedite and simplify the work of both buyer and 
seller; that it leads to the education of the buyer as to the 
latest and most improved processes and methods; that it en- 
courages intelligent and discriminating buying; that advertis- 
ing is effective in proportion to its content of fact and argu- 
ment; that it leads to the perfection of the product in order 
that the latter may have the strongest claims to the buyer’s 
consideration; that it stimulates designing and producing to a 
high level of attainments, and, finally, that it accelerates 
engineering progress and makes engineering businesses more 
profitable. The growing indications of an approaching re- 
sumption of business in engineering lines, renders these mat- 
ters of timely interest to manufacturers of engineering prod- 
ucts. 


INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Tantalum lamps, made by Siemens Brothers’ Dynamo 
Works, 6 Bath street, City Road, London, E. C., are described 
in an illustrated price list that firm has just published. This 
will be found of great interest to all users of electric lights. 


Ball roller bearings are described in a catalogue published 
by the Auto Machinery Company, Lté., Coventry. The state- 
ment is made that this company’s twenty-three years’ experi- 
ence in the manufacture of steel balls enables it to offer ab- 
solutely perfect spheres. 


Crosby indicators for steam, gas, or oil engines are de- 
scribed in two pamphlets published by the Crosby Steam Gage 
& Valve Company, 147 Queen Victoria street, E. C. These 
give prices, instructions for working, etc., and also deal with 
Amsler planimeters, speed counters, etc. 


“Autogenous Welding for the Repair of Marine Boilers,” 
by A. le Chatelier, chief engineer of the French navy, has been 
published in pamphlet form, and is distributed with the com- 
pliments of the British Autogenous Welding Company, Ltd., 
268 South Lambert Road, London, S. W. 


A booklet has been issued by Messrs. David Brown & Sons, 
Park Works, Lockwood, Huddersfield, dealing with cut gears 
of all kinds. Messrs. Brown make a specialty of this work, 
and in their new booklet they give spurs, bevels, worm-gears, 
double-helical gears, racks, étc., and also rawhide pinions. 


Oil heating stoves are described in_circulars distributed 
by the Valor Company, Ltd., Rocky Lane, Aston Corner, 
Birmingham. The advantages claimed for these stoves are 


that they are smokeless, easy to rewick, and have a patent in- 
dicator to prevent overfilling the container. 


The advance price list of the Parsons Motor Company, 
Ltd., Town Quay, Southampton, for 1909, has just been pub- 
lished. A complete catalogue will soon be issued. Two en- 
tirely new sizes of motors have been introduced—the six- 
cylinder, 42-horsepower for launches, etc., and the two-cylin- 
der, 30-horsepower for auxiliary work and low revolutions. 


A well-illustrated catalogue of Messrs. Vaughan & Son, 
Ltd., Royal Iron Works, West Gorton, Manchester, dealing 
with overhead traveling cranes, has been issued. This pam- 
phlet gives illustrations of the firm’s well-equipped works, 
notes on speeds and powers for the different crane operations, 
together with motors, ropes, etc. Illustrations are given o 
multi-motor cranes of large size, and also for light loads. 
Hand-power cranes are also dealt with. 


The Electric & Ordnance Accessories Company, Ltd., 
Cheston Road, Aston, Birmingham, has published a catalogue 
illustrating and describing its electrical and other apparatus, 
together with a trade discount sheet. This company states 
that one of the principal features of its gear is the entire 
absence of small parts. Its apparatus has been put forward 
and designed by experts, and the large number of repeat 
orders sent is evidence of the satisfaction given by the com- 
pany’s products. 


D. W. F. patent ball bearings are described in an illus- 
trated catalogue issued by Lud, Loewe & Company, Ltd., 30 
Farringdon Road, London, E. C. The catalogue states that the 
very wide application of these ball bearings affords ample 
proof that they are satisfactory under all conditions prevalent 
in general engineering practice; that for years they have 
been running 12,000 to 14,000 revolutions per minute, and that 
this figure by no means represents the limit. The catalogue 
also mentions, as showing their suitability for heavy work, 
that they have been successfully employed for the bearing of 
fly-wheels weighing 15 tons. They are said to be especially 
suitable for propellers, shafts, conveyors, electric motors, 
dynamos, steam turbines, ventilators and the like. 


Ward’s metallic packing is described in an illustrated cir- 
cular distributed by S. A. Ward & Company, Broad Street 
Lane, Sheffield. The manufacturer states that an ideal pack- 
ing would be a perfectly broad and flat collar, fitting perfectly 
true to the piston rod bearing upon the face of a flat covering 
jointed on the end of a stuffing-box. “No ordinary pressure 
could pass it, but seeing that it is not practical the next ap- 
proach to it is Ward’s patent anti-friction metallic collar, 
divided and arranged in such a manner as to overcome the 
non-practicability of the ideal collar. This packing is largely 
used by British and foreign governments and in the mercantile 
marine of many countries. 


ya) 


10 


a 


A Spence Conveyor loading the “* Lusitania” 


These Conveyors will handle all kinds of general freight going up or 
down at desired speed carrying several tons at a time. Now used by 


Cunard S. S. Co. 

Old Dominion S. S. Co. 
N. P. Ry. at Duluth 

Gt. North. Ry. at Seattle 


Washington Stevedoring Co. 
Warner Sugar Refining Co. 
Western Transit Co. 

and many others 


The Spence Portable Electric Conveyors 
will save you 50% in handling freight. Write us. 


SPENCE MANUFACTURING CO., St. Paul, Minn. 
JOHN T. GIBSON, 554 Broome St., New York, Eastern Agent 


THE PHOSPHOR— 1 
— BRONZE CO. LTD. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


‘‘Cog Wheel Brand” and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


*‘Cog Wheel Brand.’”’ The best qualities made 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL, «Vutcan Brand.” 


The best filling and lining Metal in the market 


BABBIT?’S METAL. 


‘“Vulcan Brand.’’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT’? METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telegraphic Address: Telephone No.: 


“ PHOSBRONZE, LONDON.” 557 Hop. Lv 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


APRIL, 1909. 


International Marine Engineering 


———————————————————————————————————————————————— Tan 


BUSINESS NOTES 
AMERICA 


A NOISELESS AND AUTOMATIC STOP CHECK VALVE is made by 
the Schutte & Koerting Company, Thompson and Twelfth 
streets, Philadelphia, Pa “This valve, as the name implies, is 
used as a noiseless stop check or non-return on a battery of 
boilers, and supplies a very essential and vital part of the 
piping system. The desirability, or rather necessity, of a stop 
check valve on each boiler is now universally conceded by 
all engineers, the prime object being to prevent a back flow 
from main steampipe, should the pressure in any one boiler 
be lower. When pressures are equalized they wiil open and 
remain in that position without jumping or hammering. In 
‘case of accident to boiler through break of tube or joint, they 
will automatically cut off the boiler; also when fire under 
boiler is deficient or not properly attended to. Under this 
last condition the check answers the purpose of a tell-tale to 
point out a lazy boiler, and that its fire needs attention. The in- 
dication of this is a slight rattling sound at intervals, caused 
by the intermittent discharge from boiler to main steam line. 
By making this check valve a stop check valve, it answers at 
the same time as a stop valve, which every boiler must have, 
and by its use any boiler may readily be thrown out of com- 
mission. It also prevents steam being turned into cold boiler, 
should workmen be inside. These valves have a full measure 
of strength in all their parts sufficient to withstand not only 
the fluid pressure, but also weight and vibration of the piping 
of which it forms part. All parts are interchangeable and 
made to gage, so that new repair parts will fit in place. Our 
hard bronze composition gives excellent wear with super- 
heated steam; but to make up for the loss of strength and 
superheat, we use air furnace iron for the body, at an advance 
of I5 percent on lists. The automatic noiseless stop-check 
valve has proven so satisfactory that many engineers will have 
but this one valve inthe connection from each boiler to main 
line. Our preference, however, is an angle stop check valve 
ou outlet from boiler, and a plain stop valve at inlet to steam 
ine. 


COBBS HIGH PRESSURE SPIRAL PISTON 


A. Eucene MicHet, who has for the past three years been 
manager of the George H. Gibson Company, advertising engi- 
neers, has just opened new offices at 1572 Hudson Terminal 
buildings, New York. Mr. Michel will in future confine his 
efforts as an advertising engineer to the promotion of marine 
steam specialties, steam power plant apparatus, power trans- 
mission appliances and machine tools, and will limit his 
clientele to the number of firms to whose work he can give 
personal attention. Mr. Michel is a graduate engineer, asso- 
ciate member of the A. S. M. E., and with eleven years’ ad- 
vertising and engineering training, which includes practical 
experience in machine design, testing, etc., is well prepared 
to conduct the advertising of mechanical products. Among 
the accounts which Mr. Michel will handle are the following: 
Watson-Stillman Company, the Bird-Archer Company, the 
Diamond Chain & Manufacturing Company and James Beggs 
& Company. 


Tue Nicuorson Suip Loc.—Barrett & Lawrence, Eastern 
agents for the Nicholson Ship Log, have just completed 
equipping the large auxiliary hermaphrodite brig Columbine, 
new name Carola, owned by Commodore Leonard Richards, 
of New York, with the No. 1 Nicholson Ship Log. It is 
interesting to note the large number of steam and motor yachts 
that are now being equipped with the Nicholson log. Several 
large auxiliary schooner yachts are also being equipped with 
the Nicholson log, both in New York and Boston. The names 
of these yachts are being withheld at the request of the owners, 
but it is evident that the yachtsmen realize the value of the 
Nicholson log, both as a navigating instrument and a means of 
knowing just what the vessel is doing. In case of an accident 
it is claimed that the chronographic record can be used as 
incontestable evidence in any court. One of the features 
of the Nicholson is that it can be located in the chart room, 
pilot house or on the bridge, where it can be seen at 
all times by the navigator or master. The instrument itself 
shows the time of day, indicates the speed of the vessel at the 
moment, counts the knots or distance run, and gives the read- 
ings within one-tenth of a knot. In addition to this it has a 
chronograph or recording attachment, which gives a complete 
and graphic record of the ship’s speed performance for every 
twenty-four hours. For any further particulars write to Bar- 
rett & Lawrence, 662 Bullitt building, Philadelphia, Pa. 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 
or blow out under the highest pressure. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E.C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CuHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


BALTIMORE, MD., 114 W. Battimore STREEY 
BUFFALO, N. Y., GOO PrupDeNTIAL BUILDING 
PITTSBURGH, PA., 913-915 Liserty AvENvE 
SPOKANE, WASH., 163 S. Lincotn STREET 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Ge 


International Marine Engineering 


APRIL, 1909. 


REMOVAL OF Or AND GREASE FROM BoiLerR FEED WATER — 
Among the important problems with which marine engineers 
have to contend, and have always been attempting to solve, 
is that of completely removing the oil or grease from con- 
densation water. The emulsion is caused by the churning of 
the mixture of condensed steam and lubricating oil in the 
engine or steam-pump cylinder. Attempts to remove the oil 
sufficiently to make a safe boiler water by means of separa- 
tors have been partially successful. Coarser particles or drops 
of oil which have not been emulsified can be readily removed 
by either skimming or filtration. It will be found, however, 
that no matter how fine the filtering material has been, the 
milky appearance of the water caused by the oil has not ap- 
preciably changed, showing that considerable quantities of 
oil are still retained. As long as this cloudy appearance re- 
mains, the water will be unsafe for boiler feed, and will sooner 
or later be sure to cause serious trouble. It may also be men- 
tioned that by the use of coagulants and chemicals, involving 
reactions of various kinds, the oil and milky appearance of 
such water may be removed, but any chemical treatment which 
necessarily leaves in solution many substances deleterious for 
boiler purposes cannot be recommended, owing chiefly to the 
well-known harmful effects of chemicals upon the valves, 
boiler plates and brass fittings. In seeking some suitable sub-: 
stance that would clear this condensation water completely, 
and without chemical treatment, with its attendant evils, Mr. 
Arthur E. Krause has discovered among the magnesian prod- 
ucts of serpentine quarries a peculiar fibrous sand, which is 
practically insoluble, and by reason of its extraordinary 
physical property of attracting and retaining the oily matter 
in condensation water, is eminentlv fitted and suited to re- 
move the last traces of oil. Its strong physical property of 
attracting greasy matter may be judged by the fact that the 
material will retain or absorb from 50 to 100 percent of its 
own weight of emulsified oil from the water after the coarser 
oil particles have been removed. That this method of purify- 
ing or freeing water from oil or grease is a purely physical 
and*not a chemical one is shown by the fact that by suitable 
solvents the oil can be readily removed from the spent fibrous 
magnesian filtering material, and the oil so obtained may be 
used over again for lubricating, ete. The process, which is 
patented, and which is now being introduced, requires no 
more care than an ordinary sand filter, needs no expert at- 


tendance, and is continuous in operation, the only special re- 
quirements being a’ pressure pump of the requisite capacity. 
An additional advantage of this process is that by passing 
through the serpentine fiber, or material, the effects of the free 
sulphuric and other acids found in certain waters become neu- 
tralized, and the water rendered entirely safe and serviceable 
for boiler use. The apparatus for this process is manufactured 
by Alexander Miller & Bro., Jersey City, N. J. 

THE ELECTRIC HEAT REGULATOR made by the Geissinger Regu- 
lator Company, 203 Greenwich street, New York City, is 
claimed to be the only vibration-proof electric thermostat in 
existence. The manufacturer states that it will absolutely 
maintain accurate day and night temperatures in electric- 
heated staterooms, and that it saves from 40 to 50 percent of 
the current when compared with heaters not regulated. Rec- 
ords taken on board of modern Atlantic liners proving these 
statements are on file at the office of the company and will 
be submitted to anyone. 

Tue Eureka Fire Host MANuracrurtnc ComMPANY, 13 
Barclay street, New York City, writes us as follows: “Owing 
to the expansion of our business and necessity of carrying sev- 
eral months’ supply of raw material on hand, we have begun the 
erection of a storehouse on Arlington avenue side of our plant. 
The storehouse will generally conform with approved plans 
of the Associated Mutual Fire Insurance Companies for brick 
and timber storehouses. The dimensions will be 74 feet 
8 inches by 50 feet by 18 feet in the clear inside; the unusual 
height being to permit cases to be piled to good height, and 
allow room for traveling crane above. The “walls will be 12 
inches outside, pilasters 16 inches thick and 24 inches wide 
every 8 feet. Floor will be of concrete, and roof of plank and 
tar and slag, similar to roof of our ‘rubber lining building. 
Girders 8 feet, centers 8 inches by 14 inches, supported by 
8-inch by to-inch posts, all yellow pine. Windows on both 
sides will be 2%4-foot by 3-foot wired glass in stationary iron 
frames; front and rear will be ordinary sash. Construction 
of building will be precisely like our our other buildings, and 
strong enough to be carried up to four stories, as conditions 
warrant. The storehouse will be connected with our main 
building by means of concrete-covered avalks, which will per- 
mit workmen and watchmen to pass to and fro under shelter, 
and also admit of conveyors to carry raw material into the 
different departments in the main building.” 


IN ‘THE UNITED STATES NAVY 


The new navy colliers, 
ment. 


pelViairs wae ctorus 
When it came to protecting their boilers from oil, it didn’t take long to decide on the 


and “Vulcan” are fitted with the best obtainable equip- 


Blackburn-Smith Feed Water Filter and Grease Extractor 


and it won’t take any engineer long to appreciate our method of double filtration through separated 
terry cloths, our small, convenient cartridges, the compact arrangement of parts, and the practical 


location of piping. 


If you find oil in your boilers, read our booklet. 
Our engineers offer free advice on filtering problems. 


30c 


JAMES BEGGS & CO., 111 Liberty Street, NEW YORK 


-& EH. HALL Ltd. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


wmaKERS or CARBONIC ANHYDRIDE 


REFRIGERATING MACHINERY 


(CO2) 


% 


REPEAT INSTALLATIONS SUPPLIED TO 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 53 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 46 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 
etc., etc. 
SSE 
12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENC*NEERING 


APRIL, 1900. 
a 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (% penny) per word. 
But no advertisement will be inserted for less than 75 cents (8 shillings). 
Replies can be sent to our care if desired, and they will be forwarded 
without additional charge. 


Situation wanted by technical graduate on shipboard as 
assistant in engine room. Shipyard and drafting room ex- 
perience. Address Engine Room, care INTERNATIONAL MARINE 
ENGINEERING. 


Superintending engineer, age 39, seeks position as marine 
superintendent, taking full charge of fleet; fourteen years’ 
active sea time and four years as superintendent over fleet 
of twenty vessels; efficient and economical work guaranteed ; 
best of references furnished. Address Marsuper, care INTER- 
NATIONAL MARINE ENGINEERING. 


THE SEVENTH ANNUAL REPORT of the Chicago Pneumatic 
Tool Company, Fisher building, Chicago, dated Dec. 31, 1908, 
shows, in spite of the business depression during the past 
year, a profit of $289,625. The net urplus of the company was 
$821,564. 

THE STEEL BARGE Blackwood has been delivered by the 
builders to the Lehigh Valley Railroad Company. This is the 
third barge of this type already delivered on an order for 
several, to be used in the coal trade between Perth Amboy 
and New York and other coast points. 

Points IN REGARD TO APPLYING MARINE GLUE TO SEAMS OF 
Decxs.—Almost without exception, unsatisfactory results in 
‘using this material are occasioned by faulty application, and 
are produced entirely by two causes: First, either the oakum 


or cotton calking or the seams is damp when the glue is ~ 


applied, and if there is any moisture in the seam, as soon as 
the sun shines on the deck the heat will turn this moisture into 
steam, which will force the glue up over the edge of the 
seam. Second, in paying the seam the ladle should be held at 
least an inch above the deck; if the ladle is drawn on or close 
to the seam a quantity of atmosphere will envelop, and has no 
time to escape before the glue becomes set. This will cause 
air bubbles, which in hot weather will also force the glue up 
over the edge of the seam, leaving it hollow and unsound. The 
seams must be absolutely dry and clean before the glue is run 
into them. If applied to old work the old material shou'd 
be dug out perfectly clean. Whatever adheres to the sides of 
the seam should be removed with a rase knife. Full directions 
for the proper use of this material can be had by applying te 
L. W. Ferdinand & Company, 201 South street, Boston, Mass. 


BUSINESS NOTES 


GREAT BRITAIN 


THE CAMBRIDGE SCIENTIFIC INSTRUMENT CoMPANY, Ltp., 
Chesterton Road, Cambridge, has written us as follows: 
“From January the first of this year we have taken over 
the sole rights of sale and manufacture, outside the American 
continent and Germany, of the thermometers, gages, etc., of 
the Hohmann & Maurer Manufacturing Company, of London 
and Rochester, N. Y., United States America, and the regula- 
tors of the H. & M. Automatic Regulator Company, of 
Rochester. The instruments are largely used throughout 
Great Britain, the Colonies and the United States, and have 
earned a well-deserved reputation. With the information 
given us by the original company, together with the facilities 
we have for manufacture, we can ensure that the instruments 
will have their former high-class workmanship, and will be 
delivered quickly. Mr. Coppard, who represented the Hoh- 
mann & Maurer Company in the past, has entered our service. 
All communications with reference to these goods which were 
formerly sent to 98 Clerkenwell Road, London, E. C., should 
now be sent to us at the above address. With the knowledge 
obtained from our other pyrometric apparatus, we feel we are 
now in a position to advise clients on any temperature meas- 
urement problem likely to be met with in industrial practice.” 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN. 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London,. W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. : 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
658 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President—Charles N. Vosburgh, 6323 Patton St. New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y¢s 


nnn ne LE EEE 


Tue “PIONEER” PATENT OIL SEPARATOR for the separation of 
oil and lubricating grease from exhaust steam, is made by 
David Bridge & Company, Castleton Iron Works, Castleton, 
Manchester. This separator is stated to be perfectly auto- 
matic, to have no parts which can get out of order, to be 
extremely simple in design. It is said that it has for years 
been put to the most severe tests in connection with con- 
densing and non-condensing engines. The firm supplies all the 
necessary piping, pumps, tanks, etc., includigg installing same 
by skilled men. 

Messrs. Carr Bros., Lrp., 1: Queen Victoria street, London, 
E. C,, have sent us the following communication: “The ques- 
tion of a good packing is one that interests all engineers of 
the present day. Rainbow packing has no equal on the market. 
It makes any kind of steam, air or hot-water joint, and lasts 
longer than any other packing in use. Rainbow will make a 
tight joint, however rough the surface to which it is applied. 
To ship builders, engine builders, etc., Rainbow is invaluable, 
as it obviates the necessity of facing joints, therefore reducing 
the cost of construction, as joints will remain tight much 
longer. Rainbow i not affected by contraction or expansion; 
it will hold the highest pressure, won’t blow out, is not affected 
by any degree of steam heat, will not harden or crack, is not 
affected by oils, ammonia, liquids or alkalies. Joints can be 
made and broken in one-eighth the time consumed with pack- 
ings that harden, as a tool is not required to break or face off 
joint. Thousands of joints in new plants can be made without 
the use of steam, with the assurance and guarantee that when 
steam is applied every joint will be perfectly tight. The manu- 
facturer of Rainbow packing is the Peerless Rubber Manu- 
facturing Company, of New York, and the European agents 
ee Bros., Ltd., London, of 11 Queen Victoria street, 


13 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering APRIL, 1909. 


CAN'T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 
ECONOMICAL 
Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. s 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacHing has many imitators, but 
no competitors. Don't wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 
EUROPEAN AGENCY :—Carr Bros., Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich.—16—-24 Woodward Ave. Indianapolis, Ind:—16-18 South Capitol Ave. Tacoma, Wash.—1316-1318 A Street. 

Chicago, Ill.—202-210 South Water St. Omaha, Neb.—1218 Farnam St. Portland, Ore.—27-28 North;Front St 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—1621-1639 17th St. ‘Vancouver, B. C.—Carral & Alexander Sts. 

San Francisco, Cal.—416-422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS 

New Orleans, La.—Cor. Common & ‘Tchoup- Waco, Texas—709-711 Austin Ave. Sole European Depot—Anglo-American Rub- 

itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd , 58 Holborn Viaduct, Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. don, E. C. 

Houston, Tex.—113 Main St. Buffalo, N. Y.—379 Washington St. Paris, France—76 Ave. de la Republique. 

Kansas City, Mo.—1221-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 Mercantile 

Seattle, Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. 

Philadelphia, Pa.—245-247 Master St. Baltimore, Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6. 
Louisville, Ky.—111-121 West Main St. Spokane, Wash.—1016-1018 Railroad Ave. Sydney, Australia—270: George St. 


14 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


May, 19009. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


Thor air tools are the subject of a handsomely printed and 
illustrated catalogue of 30 pages published by the Independent 
Pneumatic Tool Company, First National Bank building, 
Chicago, a free copy of which will be sent to any reader who 
will mention this magazine. Among the pneumatic tools de- 
scribed in this catalogue are piston air drills, reversible and 
non-reversible; pneumatic reaming, tapping and flue-rolling 
machines; wood-boring machines; riveting, chipping, calking 
and beading hammers; hoists, motors, grinding machines, 
saws, flue expanders and pneumatic appliances of every de- 
scription. Among the tools of special interest to shipbuilders 
illustrated are a No. 1 drill, drilling a wrought steel stern 
frame; the same tool reaming on the deck of a ship and also 
drilling on the side of a ship 50 feet above the ground; a No. 
2 drill, drilling nickel-steel on ship work; a No. 25 reversible- 
piston air drill, compound gearing with slow speed, for extra 
heavy drilling, reaming, tapping, boring cylinders, rolling flues 
4 inches in diameter, etc. 


Fire hose and supplies are the subject of a profusely illus- 


trated, cloth-bound catalogue of 224 pages just published by the 
Eureka Fire Hose Manufacturing Company, 13 Barclay street, 
New York City. This company was established in 1875, and 
has since been engaged exclusively in the manufacture of fire 
hose. Especial attention is called to the patented smooth 
interior construction used in the various brands of hose manu- 
factured. An extra ply of fine, high-grade hose yarn is woven 
in the valleys of the inner surface, filling and making the in- 
terior of the fabric smooth and level, overcoming the ribbing 
or corrugating of high-grade rubber linings, said to be un- 
avoidable in the old-style fabric, the effect of which was to 
produce corrugated surfaces, causing a great loss of pressure 
by friction. The statement is made that smooth interior ply 
makes a multiple-woven hose of a single hose, adding 25 per- 
cent additional strength to the jacket, and that this is a feature 
which can only be found in goods sold and manufactured by 
the Eureka Fire Hose Manufacturing Company. In addition 
to fire hose thts company makes couplings, reducers, sprinklers, 
nozzles, release valves, gate valves, hook and ladder supplies, 
wire cutters, life belts and life nets, engine bells, alarm bells, 
helmets, etc., etc. 


“Prism” is the title of a little magazine published by the 
Bausch & Lomb Optical Company, Rochester, N. Y., which 
should prove of interest to all amateur photographers. A free 
copy will be sent to any reader mentioning INTERNATIONAL 
MARINE ENGINEERING. 


A valuable marine plumbing catalogue will be sent free 
upon request to any reader mentioning this magazine. A. B. 
Sands & Son Company, 22 Vesey street, New York City, have 
just issued Catalogue E, illustrating their complete line of 
plumbing fixtures, suitable for the smallest launch up to the 
largest yacht or steamship. This company has been in busi- 
ness sixty years and has been exclusively engaged in the 
manufacture of high-grade plumbing. 


Heavy milling machines are described and illustrated in a 
catalogue published by the Niles-Bement-Pond Company, 111 
Broadway, New York City. Owing to the great variety of 
sizes and combinations of horizontal milling machines built 
by this company, it is impossible to illustrate its full line, so 
that in bringing out this book the company is merely aiming 
to present the most common types and sizes used by the trade. 
These machines are built for different kinds of work; in some 
cases having but a single slabbing spindle, or combined with 
vertical or horizontal-facing spindles for operations of a spe- 
cial character. For locomotive connecting or side rod milling 
the heavier types of these machines are said to be particularly 
efficient. They are also used extensively for other kinds of 
heavy-duty steel work. 


Bement hammers are the subject of a handsomely illus- 
trated 52-page catalogue published by the Niles-Bement-Pond 
Company, 111 Broadway, New York City. A general de- 
scription is given in this catalogue of single and double-frame 
hammers. These hammers take steam above and below the 
piston, and are all fitted with adjustable guides for taking 
up the wear of the ram. They are rated according to the 
actual weight of the falling parts, these parts consisting of 
piston, ram and ram die. For instance, an 1,100-pound steam 
hammer would have a piston, ram and ram die weighing 1,100 
pounds. The rating takes no account of the top steam, which 
adds enormously to the blow. The actual force of the blow 
cannot be stated in pounds, for the reason that energy must 
be expressed in the foot pounds. 


STURTEVANT ELECTRIC FANS 


FOR SHIP 
VENTILATION 


represent the perfection 
demanded by the U. S. 
Navy Department Spe- 
cifications. Sturtevant 
Fan and Sturtevant Mo- 
tor form the Most Efh- 
cient Electric Fan in the 


World. 


B. F. STURTEVANT CO., Boston, Mass. 


GENERAL OFFICE AND WORKS, 
CHICAGO 


NEW YORK PHILADELPHIA 


HYDE PARK, 
CINCINNATI 


MASS. 
LONDON 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Generating Sets ; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


Steam Traps, Steam Turbines, Etc. 


494 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering May, 1909. 


Metallic packing is described in an illustrated catalogue 
by C. Lee Cook Manufacturing Company, Louisville, Ky. 
This company makes a specialty of packing adapted to extra 
heavy duty service in both marine and stationary engines. 


Engineers’ Taper, Wire & Thickness Gage 


A handbook of information upon blowers and exhausters 
for forges and furnaces has been published by the American 
Blower Company, Detroit, Mich. The subject of this booklet 
is to enable a prospective purchaser to pick out the proper 
type and size of blower or exhaust fan for his requirements 
without the delay incident to correspondence, and to further 
the selling ability of the dealer who carries the A. B. C. lines 
in stock. 


“The Ounce of Prevention” for rust formation is stated by 
F. L. Melville, 192 Front street, New York City, to be a 
preparation called Anti-Rust. Mr. Melville states, “I have had 
many years’ experience in the manufacture of Anti-Rust. We 
know what it will do, but we don’t ask you to take it on faith. 
If you will write us we will gladly send you a sample for 
testing in your own way.” 


An illustrated copy of the log for the season 1908 of the 
wrecking steamer Favorite has been issued in pamphlet form 
by the Great Lakes Towing Company, Rockefeller building, 
Cleveland, Ohio. This pamphlet is handsomely illustrated with 
full-page half-tones of the Favorite, her machinery, pumps, 
etc., and gives a full account of the many wrecking calls given 
her during the past year. 


The value of electric heating for a great variety of indus- 
trial uses is shown by a booklet distributed by the Boston Last 
Company, Boston, Mass., illustrating and describing the Peer- 
less electric heating and ironing outfits made by the Simplex 
Electric Heating Company, Cambridge, Mass., for use in the 
boot and shoe trade. The success of the simplex electric 
heating and cooking appliances has been fully shown by the 
large extent to which they have been adopted for use on board 
passenger vessels, steam yachts and for other such marine 
purposes. 


“Safety Valve Capacity” is the title of a pamphlet issued 
by the Consolidated Safety Valve Company, 85 Liberty street, 
New York City. The pamphlet contains a paper on this 
subject, by Philip G. Darling, read before the American Society 
of Mechanical Engineers, Feb. 23, 1909. It was the purpose of 
this paper to show an apparatus and method employed to deter- 
mine safety valve lifts, giving the results of tests made with 
this apparatus upon different valves; to analyze a few of the 
existing rules or statutes governing valve’size, and to propose 
a rule giving the results of a series of direct-capacity tests 
upon which it is based; its application to special requirements, 
and, finally, to indicate its general bearing upon valve specifi- 
cations. 


“Pneumatic tools are described and illustrated in folders. 


THEL.S.STARRETT CO. iii 
ATHOL,MASS. U.S.A, ill 


| 


TE “i I No. 245 ‘ i 
il . aati 


This ‘gage is especially designed for the use of i i 
chinists and others desiring a set of gages in Conpactiveae Rreben nei 

_ The taper gage shows the thickness in 64ths to 3-16ths of an inch on one - 
side, and on the reverse side is graduated as a rule three inches of its 
Hae reading ineeths ane 1erbs of an inch. 

he wire gage, English Standard, shows on one side si 

19 to 36, with two extra slots, one 1-16, the other Seca dou 
the reverse side shows the decimal equivalents expressed in thousandths 
This gage has also 9 thickness or feeler gage leaves approximately 4 
inches long, of the following thicknesses: .002, .008, .004, -006, .008, .010 
.012, .015 and 1-16th of an inch, all folded within the case which is 4% 
inches long, convenient to handle or to carry in the pocket. i z 


Price, each, $3.50 Catalogue 18-L Free. 


THE L. S. STARRETT CO., Athol, Mass., U.S.A; 


London Warehouse, 36 and 37 Upper Thames Sy 15 


The Powell 


published by the Cleveland Pneumatic Tool Company, Cleve- 
land, Ohio. This company makes twenty-two styles and sizes 
of riveting hammers, equipped with either outside or inside 
throttle; eighteen styles and sizes of chipping, calking and 
beading hammers, also equipped with either inside or outside 
throttles. The company’s four-piston air drill is made in all 
sizes, instantly reversible by twisting the throttle handle. The 
company also makes non-reversible piston drills. The state- 
ment is made that these drills contain one-third less parts than 
any other similar type of drills. 


Patent packings for surface condenser tubes are the sub- 
ject of acircular published by Joseph Allen, Box 14, Collings- 
wood, N. J. “Something had to take the place of the old- 
fashioned lacing, and Joseph Allen’s patent packings has solved 
the problem for the up-to-date man. With these packings, 
packing a surface condenser becomes a pastime. They can be 
inserted at the rate of eight per minute.. They are in use in 
every part of the civilized world. The United States navy, 
condenser builders, the largest power houses in the world, 
ship builders, steamships, waterworks, all use them. They last 
as long as the tubes. Send a ferrule and give depth of stuffing- 
box, and we will do the rest. Samples sent on request.” 


Fine mechanical tools are the subject of a very complete 
catalogue of 232 pages (No. 18 L) published by the L. S. 
Starrett Company, Athol, Mass., a free copy of which will 
be sent to any reader mentioning this magazine. Every tool 
made by this concern has the parts carefully tested at every 
stage of manufacture, and every completed tool is rigidly 
inspected before shipment, and is warranted accurate. Among 
the specialties of this company are steel rules of all kinds, 
steel measuring tapes, squares, calipers, micrometers, gages, 
steel clamps, hack saws, speed indicators, and, in fact, every 
kind of instrument of precision suitable for the naval archi- 
tect, boiler maker, locomotive and engine builder and the like. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


8 


“White Star’’ Valve 


ih. 


NEW YORK: 254 Canal Street 


RENEWABLE 
REVERSIBLE and 
REGRINDABLE 


The only valve on 
the market today com- 
bining the above 
features. 

The White Star 
Renewable, Reversi- 
ble and Regrindable 
disc, being made of a 
peculiar white bronze, 
will resist high tem- 
peratures and the 
wearing action of 
superheated steam. 

The reversible and 
renewable features 
alone make it the most 
economical valve on 
the market today. 


Specify Powell 
to your jobber and 
insist on getting 


- what you specify. 


LOOK FOR THE NAME 


THE WM. POWELL CO. 


CINCINNATI, OHIO 


PHILADELPHIA; 518 Arch St. 


BOSTON: 239-245 Causeway St. 


May, 19009. 


International Marine Engineering 


All Change Does Not Mean Progress, 
But all Progress Means Change 


1B you are only familiar with oil and grease lubrication, 
well—look out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 
Hundreds of successful engineers testify that it lessens 
friction, prevents cutting, saves lubricant. Can you 
answer this question from ‘‘first hand” experience? 


Write for free booklet 58-C and a sample. 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


We Sell all Books on Marine Engineering 
Not Out of Print 
INTERNATIONAL MARINE ENGINEERING 


LONDON NEW YORK 
Christopher Street Whitehall Building 
Finsbury Square, E, C. 17 Battery Place 


Electric Heal 


The only 
Vibration- 
Proof Electric 
Thermostat 
in existence. 
Will abso- 
lutely main- 
tain accurate 


Day and 


Night Tem- 
peratures in 
electrically 
heated rooms. 
It saves from 
40 to 50% 


of current 


when com- 
pared with 
heaters not 
regulated. 
This is prov- 
en by records 
taken on 
board of 
modern trans- 
Atlantic 
liners. We 
will submit 
these records 
to anyone 
interested. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


The marine motors made by the Parsons Motor Company, 
Ltd., Southampton, are the subject of this company’s 1909 
motor list. The company states that its motors have the same 
general features of those made in past years, but that a number 
of improvements have been made in design and manufacture, 
and that a great increase in output enables them to be sold at 
lower prices. 


A tube-cleaning appliance made by Charles Wicksteed & 
Company, Ltd., Stanford Road Works, Kittering, is described 
in circulars published by this firm. This device is said to be 
suitable for Babcock’s and other water-tube boilers. It con- 
sists of a cleaning head driven through a flexible shaft of suit- 
able length by an electric motor mounted on a truck and 
fitted with safety-reducing gear. 


A handomely illustrated cloth-bound book of 156 pages has 
been published by William Denny & Bros. and Denny & Com- 
pany, Dumbarton. A geographical and historical description 
of Dumbarton is given, accompanied by handsome colored 
lithographs and photographs of various members of the firm. 
Farther on are illustrations of the firm’s works and many of 
the ships and engines built there. 


Boats’ davits, derricks and deck pillars, made of Mannes- 
mann weldless steel tubes, manufactured by the British 
Mannesmann Tube Company, Ltd., Salisbury House, London 
Wall, London, E. C,, are described in illustrated circulars 
which this company is distributing. Among the well-known 
firms which have placed orders with this company for the 
above-mentioned articles are: Barclay, Curle & Company, 
Ltd., Glasgow; Doxford & Sons, Ltd., William, Sunderland ; 
Dobson & Company, William, Walker; Fairfield Shipbuilding 
& Engineering Company, Ltd., Govan; Fleming & Ferguson, 
Ltd., Paisley; Furness, Withy & Company, Ltd., West Hartle- 
pool; Hamilton & Company, Ltd., William, Port Glasgow; 
Harland & Wolff, Ltd., Belfast; Irvine’s Shipbuilding & Dry 
Docks Company, Ltd., West Hartlepool; McMillan & Son, 
Ltd., Archd., Dumbarton; Osbourne,. Graham & Company, 
Hylton; Priestman & Company, John, Sunderland; Readhead 
& Sons, Ltd., John, South Shields; Ropner & Sons, Ltd., 
Stockton-on-Tees; Stenhen & Sons, Ltd., Alex., Govan: Swan, 
Hunter & Wigham Richardson, Ltd., Wallsend and New- 
castle; Thompson &-Company, Robert, Newcastle; Thorny- 
croft & Company, Ltd., John I., Southampton; Wood, Skinner 
& Company, Newcastle; White & Company, Ltd., John S., East 
Cowes Isle of Wight; Workman, Clark & Company, Ltd., 
selftast. 


BUSINESS NOTES 


AMERICA 


ANNOUNCEMENT IS MADE by the Standard Roller Bearing 
Company, Philadelphia, of the further expansion of its sales 
organization by the appointment of F. M. Germane, formerly 
sales manager, as assistant general manager of the company; 
T. J. Heller as sales manager, and F. W. Lawrence as West- 
ern representative, the latter with headquarters at Chicago. 


THE FORMER AMERICAN BoiteErR Economy Company, of 
Philadelphia, manufacturers of the Copes Boiler Feed Regu- 
lator and the Copes Pump Governor, has been consolidated 
with the Northern Equipment Company, Old Colony building, 
Chicago, Ill., which will assume all obligations of the former 
company, including guarantees to replace free of cost any 
part of any Copes regulator that may develop a defect within 
five years from the date of purchase. The branch offices of 
the American Boiler Economy Company, Tribune building, 
New York City; Oliver building, Boston; 226 East Pleasant 
street, Baltimore, and the Frick building annex, Pittsburg, 
will be continued under the style of the Northern Equipment 
Company, while the sale of Copes regulators will be handled 


in Philadelphia by the Adjustable Grate Bar Company, North 
American building. The Northern Equipment Company an- 
nounces that it will continue to install the Copes regulators on 
sixty days’ free trial. The following recent sales to promi- 
nent concerns are mentioned: Nichols Copper Company, the 
Delaware & Hudson Railroad Company, the Clark Thread 
Company, the Consolidated Gas Company, of New York, and 
the Boston Elevated Railway Company. 


9 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


Mechanism ot Thermostat 


GEISSINGER REGULATOR CO. 


203 GREENWICH ST., NEW YORK CITY 


British Agent: JOHN CARMICHAEL 
Crookston, Eaglescliffe, Durham 


International Marine Engineering 


May, 1909. 


Tue Ives MANUFACTURING CompANy, Baltimore, Md., is 
making a propeller wheel designed and built for speed, and 
the statement is made that this wheel, owing to its peculiar 
design and build, is not only a speed wheel but has been 
proved to be a powerful towing and pushing wheel, that the 
percentage of slippage is very low and the rate of speed high. 


THE BILGE SYPHONS made by the Schutte & Koerting Com- 
pany, Thompson and Twelfth streets, Philadelphia, Pa., are in 
tise extensively on shipboard, and may be installed permanently 
for bilge clearing or used for emergency pumps in case of 
accident. They are made in sizes ranging in capacity from 
200 to 2,000 gallons and upwards per hour. Further informa- 
tion may be obtained by writing for catalogue 2-A. 


Tur KorrtINnG OIL FIRING SYSTEM for marine and stationary 
boilers, made by the Schutte & Koerting Company, Thompson 
and Twelfth streets, Philadelphia, Pa., is said to be recog- 
nized as the cheapest and most efficient fuel. With this sys- 
tem neither steam nor compressed air is used. The oil is 
heated above the boiling or flash point at atmospheric pressure, 
and the moment the oil leaves the burner under the boiler 
it flashes into the finest atoms. This system will be installed 
on the new battleships North Dakota, Delaware and Utah, and 
on the torpedo-boat destroyers McCall and Burrows. For 
further particulars write for catalogue 6-O. 


Mr. D. D. PENDLETON, who was connected with the West- 
inghouse Electric & Manufacturing Company, Pittsburg, Pa., 
for some fifteen years, has recently opened an office as dis- 
trict sales manager of the American Boiler Economy Com- 
pany, manufacturer of the Copes feed-water regulator and 
the Copes pump governor. This regulator so controls the 
inflow of water to steam boilers that the water level is held 
within narrow limits. The Copes regulator is said to be of 
especial value in steel plants and similar industries where 
sudden and irregular demands are frequently made upon the 
boilers. Mr. Pendleton’s offices are located in the Frick 
building annex, Pittsburg, Pa. 


Mr. Gro. F. FenNo, for the last two years insurance engi- 
neer with the Middle States Inspection Bureau, an organiza- 
tion maintained by thirty-six of the leading fire insurance 
companies, has resigned in order to join the staff of the 
Geo. H. Gibson Company, advertising engineers, Tribune 
building, New York City. Mr. Fenno is a graduate of Sibley 
College, Cornell University, class of ’06, and for some time 
after leaving school was telephone engineer for the New York 
& New Jersey Telephone Company. His experience with the 
Middle States Inspection Bureau has made him widely familiar 
with engineering and manufacturing plants, which will be 
valuable to him in his present work of promoting the sale of 
engineering supplies and equipment by means of publicity. 


Dutt Times Nor Ferr at THE Roperts Borter WorKks.— 
The Roberts Safety Water Tube Boiler Company, Red Bank, 
N. J., write us that they have been running full force for a 
long time, and that they are far behind on their deliveries. 
This company recently shipped a 7o0-horsepower boiler to a 
concern in Boston to be installed in a high-speed steam yacht, 
and have also recently shipped the following boilers: One 


5-foot by 7%4-foot boiler for the United States revenue cutter. 


Penrose, stationed at Pensacola, Fla.; one 5-foot by 7-foot 
boiler to a New York firm for export; one 2%4-foot by 3%- 
foot boiler to a New York firm for export; one 3%4-foot by 
5-foot boiler for a concern in Pensacola, Fla.; one 3-foot by 
4¥%4-foot boiler for a company in Erie, Pa.; one 5-foot by 
7-foot boiler toa New York house for export; one 5-foot by 
7-foot boiler to an old customer in North Carolina for a tug- 
boat. They are also now constructing the following boilers: 
One 7-foot by 10-foot boiler for a large firm in New York 
City; one 7-foot by 9-foot boiler for a steamship company in 
Portland, Me.; one 5%4-foot by 9-foot and one 7-foot by 
9-foot boiler for a large towing company in Maine, to be 
used on their towboats; one 3%4-foot by 5-foot boiler, to be 
used on a high-speed launch, for a concern in Cambridge, 
Mass.; one 4%-foot by 6-foot boiler for an export house in 
New York City; one 6-foot by 5-foot boiler for a firm in New 
Haven, Conn., for use on their ferry line; one 3-foot by 
4-foot boiler for a New York house for export; one 414-foot 
by 6-foot boiler for an export house; one 31%4-foot by 5-foot 
boiler for a Western firm. “A battery of large boilers for the 
United States ship Cora, stationed at Providence, R. I., and 
which belongs to the Engineers Corps, United States army 
the first bids for which were thrown out and new specifica- 
tions issued, the competition being very keen. The Roberts 
Company was not only the lowest bidder in the first instance, 
but also when: the second bids were opened, and the contract 
accordingly was awarded to them.” 


ay : 


 < ESE 


10 


A Spence Conveyor loading the ‘* Lusitania" 


These Conveyors will handle all kinds of general freight going up or 
down at desired speed carrying several tons at a time. Now used by 


Cunard S. S. Co. 

Old Dominion S. S. Co. 
N. P. Ry. at Duluth 

Gt. North. Ry. at Seattle - 


The Spence Portable Electric Conveyors 
will save you 50% in handling freight. Write us. 


SPENCE MANUFACTURING CO., St. Paul, Minn. 
JOHN T. GIBSON, 554 Broome St., New York, Eastern Agent 


Washington Stevedoring Co. 
Warner Sugar Refining Co. 
Western Transit Co. 

and many others 


me > 


THE PHOSPHOR — 
— BRONZE GO. LID. | 


Sole Makers of the following ALLOY -: 


PHOSPHOR BRONZE. 


““Cog Wheel Brand” and ‘‘ Vulcan Bran? ” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


“Cog Wheel Brand.” The best qualities made 


WHITE ANTI-FRICTION METALS; 
PLASTIC WHITE METAL, “Vulcan Brana.” 


The best filling and lining Metal in‘the market 


BABBITT’S METAL. 


‘‘ Vulcan Brand.” Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT’ METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 
LONDON, S.E. 
Le 


Telegraphic Address: Telephone No.: 
“ PHOSBRONZE, LONDON.” 557 Hop. 


When writing to advertisers, please mention INTERNATIONAL Manine ENGINEERING 


May, 1909. International Marine Engineering 


C. F. Perersen, known as a designer and manufacturer of Tue Eureka Fire Hose MANUFACTURING COMPANY, 13 
portlights, has opened a place of business at 29 South Seventh | Barclay street, New York City, has received contracts from 
street, Philadelphia, Pa. He will be pleased to send to any- Buffalo for 5,000 feet of 2%4-inch hose and 1,000 feet of 
body interested his price list of the different kinds of port- | 34-inch hose; from Jersey ‘City for 1,950 feet of 214-inch 
lights he manufactures. hose; all four-ply, manufactured for high-pressure pipe-line 

Scuucuarpt & ScHurtTE, manufacturers, exporters and im- | service under the new improvements. 
porters of machinery, small tools, hardware and steel, have Mr. Harry Visserinc, who for the last ten years has been 
moved their New York offices and warerooms from 136 Lib- | general sales agent of the United States Metallic Packing 
erty street to 90 West street. Company, with offices in Chicago, has resigned, and has also 


Tur RocKwrELL Furnace Company, 26 Cortlandt street, | resigned his position as superintendent of the American 
New York, has purchased the factory, drawings, patents, etc., Locomotive Sander Company. 


of the Rockwell Engineering Company, and the combined On Marcu 27, many friends, including employees, guests 
business will hereafter be transacted under the name of the | and corporation members, gathered at the works of the Ply- 
Rockwell Furnace Company. mouth Cordage Company, Plymouth, Mass., to do honor to 


Mr. G. F. Holmes, its treasurer and general manager, upon 
the occasion of the fiftieth anniversary of his entering its 


Philadelphia, Pa. The company still retains its sales office | S¢tvice. Fifty years ago the annual output was only 3,750,000 
at 99 John street, New York City, it being the intention of pounds, and 118 hands were employed; in 1882, when he be- 


THEMCeACite RIO aAtlockoutalberneNcwavorlonulhurce |) camen theasuxen sthejannualloutput amounted to 12,000,000 
dkny Of Caran HEE : pounds, and 303 hands were employed on the payroll. Now 


T S S BN eENe “@§ q dt the yearly business is 90,700,000 pounds, there are 1,625 em- 
HE STATE STEAM ENGINEERING SCHOOL, conducted by Jas. | ployees, the annual payroll is $765,000, and the business covers 


Coyne, M. E., 121 Haverhill street, Boston, is described in an | aj] parts of North America, extends as far East as Turkey, 
illustrated pamphlet Mr. Coyne is distributing. This school | and covers many ports of South America and Africa. Mr. 
was established twelve years ago for the purpose of assisting | }{olmes, to whom in the greatest degree the remarkable in- 
engineers and firemen to comply with the requirements of the | crease is due, is to-day said to be the foremost man in the 
license law. industry as well ast he head of the foremost concern in that 

EF. H. Stevens, formerly general superintendent of plants | industry. 
of the Public Service Corporation of New Jersey, has re- 
signed that position to become vice-president and general 
manager of the Bird-Archer Company, manufacturers of 
pine pelt commends, 90 West street, New York BUSINESS NOTES 

ity. uring his fifteen years’ experience in power plant 
Operation costs and aeeapement, Me. Stevens fae had Raine GRE TERESI 
plete charge of plants aggregating several hundred thousand 
horsepower, and is therefore especially well prepared to deal 
with questions about feed-water heating. Mr. Stevens will JosreH ALLEN, inventor and manufacturer of patent pack- 
have complete charge of sales and will give his personal at- | ings for surface condensers, Collingswood, N. J., announces 
tention to inquiries from large plants which have hitherto for the benefit of his English customers that he is represented 
shown serious economical loss and high operating costs on by Messrs. Taylor & Son, 56 Wapping, Liverpool, as agents 
account of scale, oil deposits and other troubles caused by | for Great Britain. This firm carries stocks of all sizes. 
bad feed water. Other foreign agencies will be announced later. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


THe AMERICAN MANGANESE BRoNZE Company, New York 
City, has moved its main office to its works at Holmesburg, 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. The rubber 


WHY P) core is made ofa special oil and heat resisting compound covered with 
e duck, the outer covering being fine asbestos. It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E. C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake STREET BALTIMORE, MD., 114 W. Battimore STREEY 
ST. LOUIS, MO., 218-220 CuHestnuTt STREET BUFFALO, N. Y., 600 PrupenTIAL BUILDING 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET PITTSBURGH, PA., 913-915 Liserty AVENvE 
SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND SPOKANE, WASH., 163 S. Lincotn STREET 


BOSTON, MASS., 232 Summer STREET 


11 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


May, 1909. 


Messrs. SIEMENS BrorHEers’ DyNAMo Works, L¢p., inform 
us that on April 2 their incandescent lamp and fittings depart- 
ment was removed to much larger premises at Tyssen street, 
Dalston, N., in order to cope more effectively with their in- 
creasing business. All communications referring to the above 
matters previously addressed to 6 Bath street, City Road, E. 
C., should after that date be sent to their new address at 
Dalston. 

A New AuxiiAry Motor Outrit For YACHTS.—Yacht own- 
ers have long felt the need of some simple device to enable 
them to be independent of calms, but hitherto the necessity 
of making extensive structural alterations to the hull has pro- 
hibited, in the majority of cases, the installation of the recog- 
nized type of auxiliary motor. To overcome this difficulty the 
Ailsa Craig Motor Company, Chiswick, London, is now sup- 
plying a patent device which can be easily and quickly in- 
stalled on practically any type of sailing yacht and requires 
no alteration whatever to the hull. Moreover, the whole out- 
fit can be fitted while afloat, and can be easily removed alto- 
gether and stowed on shore should a vessel wish to race. The 
device is simplicity itself, and consists of a spar, which is 
slung over the side of the vessel, and along which runs a 
length of shafting. At the lower and after end of the shaft, 
which lies under the counter of the vessel in clear water, is 
the propeller, and at the upper and forward end, which bears 
against a suitably arranged thrust chock, is a pulley. A belt 
connects this pulley to the motor, which is bolted to the deck, 
usually just abaft the mast. It would be thought that the 
spar would tend to swing away from the vessel, but as a 
matter of fact the action of the propeller keeps it bearing so 
hard against a distance piece slung over the side of the vessel 
that it is almost impossible to push it away. The steering 
under way is perfect; in fact, far less helm is required than 
is needed when running before the wind. Now, it should be 
clearly understood that the apparatus is not intended for the 
man who wants a motor yacht. It has been designed solely 
for that very large class of yachtsmen who require a small 
auxiliary power to enable them to reach port in a calm, or to 
save a tide, without impairing the sailing qualities of their 
ships in any way. For this purpose it is ideal, as the room 
taken up is quite negligible, and it is no more trouble to 
handle the propeller spar than a spinnaker boom. It can be 
easily got out in three minutes. 


ray 


A PERFECT 
Star Improved Outside Spring 


THE AUTOMATIC WASTE OIL FILTER made by the Valor Com- 
pany, Ltd., Rocky Lane, Aston Cross, Birmingham, is stated 
by the manufacturer to be the best and most effective filter on 
the market, and that it thoroughly cleanses dirty oil so that it 
can be reused, thus effecting an enormous saving in oil bills. 


An Erricient Piston Rinc.—The Standard Piston Ring & 
Engineering Company, Ltd., Premier Works, Don Road, Shef- 
field, states that the springs of its piston ring combine the 
necessary vertical and lateral actions in better proportion to 
their needs than any ring which has yet been put before engi- 
neers. Especially attention is called to the large amount of 
bearing surface on the springs acting on the piston ring 
flanges. These springs produce a maximum amount of vertical 
pressure against the piston flanges—just where it is wanted— 
enabling the rings to be worked at the very highest pressures 
and speeds. They may be adjusted to a nicety, and the manu- 
facturers state that they may be relied upon to keep the ring 
steam-tight with the minimum amount of friction on the 
cylinder walls; also that their action is simplicity itself, as 
there is nothing to get out of order, and that they will last 
an indefinite period. 


Launcu or tHE StTeAmsuHie Magdalena—On March 8, 
Messrs. Craig, Taylor & Company, Ltd., launched from their 
Thornaby shipbuilding yard, Thornaby-on-Tees, a handsomely 
modeled single-deck screw steamer of the following dimen- 
sions: 208 feet by 44 feet by 21 feet 1 inch molded. She is built 
of steel, to the highest class in Lloyd’s, under special survey, 
and has poop, bridge and topgallant forecastle; water ballast in 
double bottom fore and aft and in peaks. She is equipped 
with patent steam windlass with quick warping ends, steam 
steering gear, five steam winches and suitable donkey boiler, 
pole masts and all the latest improvements for tapid loading 
and discharging. The accommodation for captain and officers 
is neatly fitted up in deckhouses amidships, the engineers 
being in deckhouse alongside engine casing, and the crew in 
the poop. Her engines have been constructed by the North 
Eastern Marine Engineering Company, Ltd., Sunderland, the 
cylinders being 21, 35, 57 by 39, with two large steel boilers 
working at 160 pounds pressure. The vessel has been built 
to the order of A. C. Lensen, Esq., of Terneuzen, under the 
superintendence of W. C. Carter, Esq., of London. 


INDICATOR 


IS THE 


CLASS B STYLE 


A Quality Instrument 


Suitable for High Pressures, High Speeds, Superheated Steam, and all uses where absolute accuracy is required. 


Send for Circular. 


MANUFACTURED EXCLUSIVELY BY 


STAR BRASS MFG. CO., 108-114 E. Dedham St, BOSTON 


70 Cortlandt Street, New York City 
421 Fulton Building, Pittsburgh 


56 Fifth Avenue, Chicago, III. 
180 St. James Street, Montreal, Canada 


J.&E.HM ALL Lta." 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


makeERS or CARBONIC ANHYDRIDE 


(GO,) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 47 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry: 12 


a % 


12 


When writing to advertisers, please mention JNTERNATIONAL MARINE ENC*NEERING. 


JUNE, 1909. 


International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 


Catalogues are wanted by the Puget Sound Iron & Steel 
Works, Tacoma, Wash., as this concern is erecting a new 
plant for the manufacture of hoisting and logging engines as 
well as for marine engines and the repair of engines and 
machinery of all kinds. Catalogues are also wanted of all 
sorts of supplies for machine shops, foundry, forge and pat- 
tern shops. 


“Vanadium Steels” is published by the American Vanad- 
ium Company, Frick building, Pittsburg, Pa. The subject of 
this book is the classification and heat treatment of vanadium 
steels, with directions for the application of vanadium to iron 
and steel. Vanadium steel is said to be especially suitable for 
anchors, condenser tubes, crank pins, crank shafts, cylinders, 
cylinder heads, deck plates, feed-water heater tubes, marine 
engine forgings and pins, boiler plates, boiler tubes, rivets, 
ship plates, etc. 

A machinery and tool catalogue will be sent free to any 
reader mentioning this magazine, by the Brown & Sharpe 
Manufacturing Company, Providence, R. I. This is a very 
complete volume of nearly 600 pages, listing milling, grinding, 
automatic gear-cutting machines, screw machines, cutters, ac- 
curate test tools and machine tools of all kinds. There is a 
very complete index, which will prove of great value to all 
who consult the catalogue. In the back of the catalogue are 
a large number of valuable tables of wire-gage standards, 
weights, etc. 


A price list of port lights, ship’s lights and deck lights has 
been issued by the C. F. Petersen Company, 29 South Seventh 
street, Philadelphia, Pa. Among the advantages claimed are 
simplicity of construction, neatness of appearance, watertight- 
ness and interchangeability of parts. The metal used is high- 
grade yellow brass; the rubber is of the best kind, and the 
glass is a heavy plate and with ground edges. Great care has 
been taken to make all parts strong and durable, and the 
manufacturer has been equally careful to avoid any unneces- 
sary weight, in order to reduce the material cost and to save 
every ounce that can be saved to advantage. The company 
makes a large number of styles, in addition to those illustrated 
in the price list, to suit special conditions and requirements. 


NEW YORK PHILADELPHIA 


Steam Traps, Etc. 


WHAT MECHANICAL-DRAFT FAN? 


One that takes more power than it should ? 
One that is liable to go to pieces because of poor construc- 
tion or design? 


One that is put in by guesswork ? 


OR A STURTEVANT 


The most efficient and satisfactory fan made. 
The fan that has wonderful strength and rigidity. 


The fan that is installed by engineers, and driven by en- 
gines, motors, or turbines especially designed for 
fan driving. 


B. F. STURTEVANT CO., Boston, Mass. 


GENERAL OFFICE AND WORKS, 
CHICAGO 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Steam Turbines ; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


A list of highly-pleased users and jobbers of portable-hand 
metal punch has been sent us by the manufacturer of these 
punches, the W. A. Whitney Manufacturing Company, Rock- 
ford, Ill. These metal punches weigh but 11 pounds, and are 23 
inches in length over all. Their capacity is from % to % 
inch, and they are in use in a large number of United States 
navy yards and arsenals. — 

Submarine Signal Bulletin No. 32 has just been issued by 
the Submarine Signal Company, 88 Broad street, Boston, 
Mass. This bulletin gives a large number of reports of the 
distances from which this company’s signals have been heard 
by a large number of well-known trans-Atlantic liners and 
coasting vessels. A fair sample is the report from the captain 
of the Kaiser Wilhelm der Grosse, who states that he heard 
the Fire Island light vessel at a distance of 14 miles in the 
fog; made the lightship by the bell alone, and passed close by, 
the fog-horn not being audible at a distance greater than 3 
miles. 

Dredges and dredging machinery are described in a hand- 
somely illustrated cloth-bound catalogue published by the 
Bucyrus Company, South Milwaukee, Wis. Among the 
dredges described in the catalogue are the to-yard dipper 
dredge Old Hickory, owned by the Duluth-Superior Dredging 
Company, which is the largest dipper dredge ever built, and 
placer dredge No. 155, owned by the Folsom Development 
Company, which has a record of 250,000 cubic yards in a 
single month. A free copy of this catalogue will be sent to 
any of our readers who will mention INTERNATIONAL MARINE 
ENGINEERING. 

The “Johansson” combination standard gage is illustrated 
and described in a catalogue published by Gronkvist Drill 
Chuck Company, 18 Morris street, Jersey City, N. J. The 
manufacturers of these gages state that the ideal standard 
gage is one which at first glance would appear to be an 
anomaly; that is, a solid adjustable gage; one which can be set 
to size as readily and accurately by a heavy-handed laborer 
as it can be by a tool maker or a master mechanic, and which 
within wide limits is for all sizes infinitely adjustable; a gage 
which does not depend upon separate measuring means for its 
accuracy, and one in which the measuring members are self- 
checking. According to the Gronkvist Drill Chuck Company, 
the “Johansson” gages are the only ones made which fulfill all 
of these requirements. 


HYDE PARH, MASS. 
CINCINNATI 


LONDON 


730 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JUNE, I909. 


A sample copy of the Penberthy Engineer and Fireman, a 
monthly magazine of 80 pages, will be sent free to any of 
our readers who will mention this magazine. The subscription 
price is 50 cents a year, including a handsome watch fob pre- 
mium. The claim is made that this magazine has over 3,500 
paid subscribers. It contains a great deal of matter of in- 
terest to all engineers and firemen. 

Economizers in the power plants of steel mills and ma- 
chinery manufacturers is the subject of Bulletin No. 163 
issued by the B. F. Sturtevant Company, Hyde Park, Mass. 
‘The installations described and illustrated in this bulletin are 
those in the plants of the American Steel & Iron Company, 
the Cleveland Cliffs Iron Company, the Bethlehem Steel Com- 
pany and the B. F. Sturtevant Company. 

‘Drills and Sockets that are Different” is the title of a 
pamphlet just issued by the American Specialty Company, 
Chicago, Ill. This booklet is devoted to describing the Collis 
high-speed drill, which combines two principles—a_ rolled 
section high-speed steel blade and a standard taper shank. 
This combination produces, according to the manufacturer, a 
drill having the accuracy of a high-grade, high-priced, high- 
speed milled drill, and the toughness, strength and cutting 
qualities of a flat twisted drill. Having a common standard 
taper shank, no special chucks are required. These drills are 
made in both the flat and in the flat-twisted types. 

Gasoline machinery for vessels, for hoisting sails, pumping 
water, operating windlasses and hoisting cargo, is the subject 
of an illustrated booklet which is issued by the Mianus Motor 
Works, Cos Cob, Conn. The statement is made that in order 
to supply a cheap and reliable power that may be used with all 
sailing vessels, large or small, the company has designed its 
present line of gasoline outfits, which have béen made for the 
past five years, and which the Mianus Motor Works states 
have given such universal satisfaction, and have so demon- 
strated their superiority over steam that many new vessels now 
building are installing the company’s gasoline power. 

The Koerting multi-jet eductor condenser, without air pump, 
is described in illustrated catalogue 5, issued by the Schutte & 
Koerting Company, Twelfth and Tompson streets, Philadel- 
phia, Pa. Makers of condensing plants have in their ordinary 
practice during recent years been obliged to meet the demands 
for higher vacuum than was formerly the case. For many 
years the Schuette & Koerting Company has made eductor con- 
densers for vacuum up to 26 inches, but for large units and, 
accordingly, high steam consumption, and for high vacuum 
where the amount of water runs into high figures, the com- 
pany states that it has succeeded in meeting all requirements 
by developing a multi-jet eductor or condenser which has a 
much smaller water consumption, while maintaining the es- 
sential qualities of the company’s single-jet Koerting eductor 
condenser; that is, no air pumps, no moving parts, and sim- 
plicity of operation. 

The Motsinger duplex rotary engine is described in an 
illustrated circular published by the Motsinger Rotary Engine 
Company, Greensburg, Pa., a free copy of which will be sent 
to any reader mentioning this magazine. This catalogue 
states: “There are three main types of steam engines: the 
reciprocating, the turbine and the rotary piston engines. By 
far the greatest perfection for all uses, up to the present time, 
has been the reciprocating type, with its reversibility, close- 
fitting pistons and valves and great economy when com- 
pounded. In recent years the Parsons and Curtis turbines 
have found an acceptable field in large power plants and in 
fast-speed marine service; but their great cost, non-reversi- 
bility and lack of power and economy, except as condensing 
engines, run at very high speeds, make their general adapta- 
bility limited, and their continued use in their present field 
doubtful. The single rotary piston engine has, from the 
invention of the first steam engine, been the ideal of most 
inventors and mechanical engineers. The great Watt himself 
tried hard to make a successful rotary piston engine and 
failed. Perhaps more money has been spent in research work 
on this type of engine than on all other types combined. Even 
since they have been building Parsons turbines the great 
Westinghouse Company have spent much money to secure a 
successful rotary piston engine, and have not reported success. 
Yet with great respect for the reciprocating engine, which has 
done so much for humanity and for the turbine, which also 
promises much, the inventor of our engine, after years of 
study of known defective conditions, has solved this fascinat- 
ing problem by the completion of the Motsinger double rotary 
engine, which not only eliminates all the bad features of both 
reciprocating and turbine engines, but retains all their good 
points. And, like all great scientific discoveries, it is simple in 
construction, and costs less to manufacture than either the 
reciprocating or turbine types, and will prove the longest lived 
under hard service.” 


8 


Engineers’ Taper, Wire & Thickness Gage 


a 
2e iF 
Syl 


i 
cz) 
1 


= 


THE L.S. STARRETT co. 
ATHOL,MASS.US.A. 


sacl. 
: 240 Q 


This gage is especially designed for the use of marine engineers. ma- 
chinists and others desiring a set of gages in compact form. Y 

_ The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
side, and on the reverse side is graduated as a rule three inches of its 
length, reading in 8ths and 16ths of an inch. 

The wire gage, English Standard, shows on one side sizes numbered from 
19 to 36, with two extra slots, one 1-16, the other % of an inch, and on 
the reverse side shows the decimal equivalents expressed in thousandths. 
This gage has also 9 thickness or feeler gage leaves, approximately 4 
inches long, of the following thicknesses: .002, .003, .004, -006, .008, .010, 
012, .015 and 1-16th of an inch, all folded within the case, which is 44% 
inches long, convenient to handle or to carry in the pocket. 


Price, each, $3.50 Catalogue 18-L Free. 


THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


London Warehouse, 36 and 37 Upper Thames St., E. C. 


ill 


POWELL UNION 
COMPOSITE DISC 


It will pay you to read 
and digest this dee 
scriptive construction 
of a most Superior 
Valve. 


The patent ground joint 
connection between the 
faces of the body neck and 
bonnet, and the clamping 
of the two by the first large 
Hexagon Swivel Nut, as- 
sures absolutely all possi- 
bility of a Blow-off; plenty 


of strength and metal at 


that point. You don’t 
need red lead to make it 
steam tight after you have 
taken it apart for in- 
spection or repairs, the 
steam doesn’t reach 
the threads. 


Many other good points 

articularly explained in our 

nion Disc Booklet. Write 
for it—it’s worth your time 
and a postal to keep posted, 
if for nothing else. 

Specity, Powell to your 
jobber, and insist on getting 
what you specify. 


Look for the Name— 


THE WM. POWELL CO., ©INSINNAT. 


Philadelphia—518 Arch Street 


New York, 254 Canal Street Boston—239-245 Causeway Street 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JUNE, 1909. 


International Marine Engineering 


All Change Does Not Mean Progress, 

But all Progress Means Change 

iP eee out for ruts. What is the benefit derived 
from adding Dixon’s Flake Graphite to oil or grease? 

Hundreds of successful engineers testify that it lessens 


friction, prevents cutting, saves lubricant. Can you 
answer this question from ‘‘first hand’”’ experience? 


Write for free booklet 58-C and a sample. 


you are only familiar with oil and grease lubrication, 


JOSEPH DIXON CRUCIBLE CO. 
Jersey City, N. J. 


European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


A sheet packing, which is stated by the manufacturer, the 
H. W. Johns-Manville Company, 100 William street, New 
York City, to be the ideal packing for superheated steam and 
high pressure is “J-M Permanite Sheet Packing.” The claim 
is made that this packing is a successful attempt to combine 
all the good features of asbestos and rubber into one packing, 
and that this packing is so constructed that it has nearly the 
same pliability as rubber-sheet packing, thus making it ad- 
justable to any joint. 


Electric Heat Regutal 


The only 
Vibration- 
Proof Electric © 
Thermostat 
in existence. 


Will abso- 


lutely main- 


lon in St6am Ships 


when com- 
pared with 
heaters not 
regulated. 
This is prov- 
en by records 


taken on 
tain accurate board of 
Da y and modern trans- 
Night Tem- Atlantic 
peratures 1n : W. 
: Is. e 
electrically Hine 


will submit 
these records 
to anyone 


heated rooms. 
It saves from 
40 to 50% 


of current 


interested. 


Mechanism of Thermostat 
GEISSINGER REGULATOR CO. 
203 GREENWICH ST., NEW YORK CITY 


British Agent: JOHN CARMICHAEL 
Crookston, Eaglescliffe, Durham 


9 


Coal and ore-handling machinery is described in illus- 
trated catalogue O-91, published by the C. W. Hunt Company, 
West New Brighton, N. Y. This is a volume of 88 pages, 
and will be found of great interest to all users of such ma- 
chinery, whether for shipping docks, boiler rooms, coaling 
stations or other purposes. 


The April issue of Graphite, published by the Joseph 
Dixon Crucible Company, Jersey City, N. J., is largely de- 
voted to the subject of lubrication. The principal article is 
“The Milling Point of Lubricating Compound,” dealing with 
important considerations in connection with greases, and giv- 
ing the temperature at which Dixon’s graphite greases melt. 
Any of our readers wishing to be placed upon the free mailing 
list of Graphite, published monthly, will receive the maga- 
zine regularly by writing to the company and mentioning this 
magazine. 

“The Cruise of the Atlantic Fleet” is the title of a hand- 
somely illustrated booklet published by the Baldt Anchor 
Company, Chester, Pa., a free copy of which will be sent to 
any reader who will mention INTERNATIONAL MARINE ENGI- 
NEERING. This booklet shows half-tone photographs of the 
various ships of the fleet and of their progress through the 
Straits of Magellan and other locations, besides giving a 
map of the route around the world, photographs of Admiral 
Evans, President Roosevelt and others, and a brief description 
of “the first war fleet to circle the globe.” The fleet was 
equipped with Baldt anchors, 


A pocket edition general catalogue has just been got out 
by the Joseph Dixon Crucible Company, Jersey Cisy, IN, J 
This lists the company’s principal products, such as crucibles, 
facings, lubricating graphite, greases, pencils, protective paint, 
etc., giving brief descriptions and prices. It is of value to the 
purchasing agent, engineer, contractor, superintendent, and 
any one, in fact, who uses or specifies graphite in any form. 
The booklet is of commercial envelope size, and will con- 
veniently go in the pocket or desk pigeonhole. It is substan- 
tially bound in tough cover stock, and attractively printed. If 
you want a copy address the Joseph Dixon Crucible Com- 
pany, at the home office, and mention this publication. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Cane furniture, especially designed for use on board ship, 
is illustrated in a catalogue issued by W. T. Ellmore & Son, 
Ltd., Thurmaston, near Leicester. 


Messrs. Vosper & Company, Ltd., Broad street, Ports- 
mouth, have recently issued a catalogue of engines and boilers 
for yachts and launches. The list deals with engines of the 
vertical marine type, ranging in size from triple-expansion 
sets with cylinders 12% inches, 19 inches and 31 inches in 
diameter by 21-inch stroke to single-cylinder engines, with 
cylinders 334 inches in diameter and 5-inch stroke. Details 
are also given of vertical boilers and Yarrow-type boilers of 
suitable sizes for the smaller sets. 


Messrs. Babcock & Wilcox, Ltd., Farringdon street, Lon- 
don, E. C., have issued a splendidly got-up catalogue, giving 
a list and description of the various vessels fitted with their 
well-known forged steel watertube marine boilers. This cata- 
logue, which extends .to nearly 200 pages, contains a very large 
number of full-page illustrations showing the different types 
of vessels fitted with the boilers. The book is beautifully 
arranged, excellently printed and illustrated, and bound in a 
style in keeping with the importance of the catalogue. 


Messrs. Siemens Brothers’ Dynamo Works, Ltd., 
Tyssen street, Dalston, N. E., announce that they are now 
able to supply “Tantalum” lamps for 200-250 volts, in 32 and 
50 candle-power. In general appearance these lamps closely 
resemble “Tantalum” lamps of lower voltage, except that they 
contain two filaments wound upon two sets of supporting arms 
instead of one only. They possess all the advantages, such as 
mechanical strength, long life and suitability for burning at 
any angle, which have been the distinguishing qualities of 
“Tantalum” lamps hitherto. We have received a circular con- 
taining particulars of the new lamps, together with details 
concerning “Tantalum” candle lamps. The latter are supplied 
with plain candle-shaped bulbs, for use in candle fittings with 
small bayonet or small Edison screw caps for 24-40 volts, 
5 or 10 candle-power. This circular, which is of the same size 
as their catalogue 4a, will be supplied to any address on re- 
ceipt of inquiry. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING 


International Marine Engineering 


JUNE, 1909. 


Messrs. D. Ramsay Smith & Company, Cheyene Walk 
Works, Chelsea, London, have issued a pamphlet dealing with 
special forms of screw propellers for towing and for high- 
speed and shallow-draft boats of small tonnage. 


An attractively got-up catalogue has recently been issued 
by Messrs. Stewarts & Lloyds, Ltd., Birmingham, Glasgow and 
London. It gives details of their wrought i iron and steel pipes, 
and tubes and fittings of all kinds. The list contains tables of 
weights, etc., and also deals with valves and cocks, boiler- 
tube tools, pipe fitters, stocks and dies, steel castings and other 
products of this well-known firm. 


“Dodo” enamel, which is stated to be especially suitable for 
ships and yachts, is the subject of an illustrated catalogue just 
published by Duggan, Neel & McColm, Ltd., Langl bourne 
Wharf, Millwall, London, E. C. This enamel has been made 
with the special aim of withstanding the action of sea air and 
salt water. The manufacturer states that it will not blister, 
and being extremely elastic it will not crack, even in the most 
exposed work. 

We have received from Messrs. Siemens Bros. Dynamo 
Works, Ltd., Tyssen street, Dalston, N. E., a new catalogue 
dealing with “Tantalum” lamps and fittings specially designed 
for ship lighting. In general arrangement it is original, and 
contains a good selection of cheap and handsome fittings. The 
list also deals with metal and carbon filament lamps of con- 
venient voltage and candle-power, and in its entirety is a very 
useful publication to all interested in ship-lighting installa- 
tions. We are informed that a copy of this will be supplied to 
any bona fide applicant. 


BUSINESS NOTES 


AMERICA 


A ForEIGN ORDER FoR Farts Hottow Stay-Boit Iron.—The 
Falls Hollow Staybolt Company, Cuyahoga Falls, Ohio, has 
written us that it has recently received a large order for its 
hollow stay-bolt iron from one of the largest railway systems 
in England, the railway company desiring to give this iron a 
preliminary test, with the view of its adoption on the entire 
system. 


A PROMINENT CONCERN in the Middle West advertises that 
the special tools—not including machinery—cost them $600,000 
for the manufacturing of one certain article selling for less 
than $100. Six thousand special tools, intricate and accurate 
to the 1/1ooo of an inch. ‘This is the modern way of manu- 
facturing, and has been adopted by all leading concerns where 
quantities of one and the same article are produced. Ina modi- 
fied form this method has been used in the most up-to-date 
shipyards with great success. The portlights made by C. F. 
Petersen Company, of 29 South Seventh street, Philadelphia, 
are manufactured on this principle, all parts are interchange- 
able, special tools are employed to reduce cost and insure 
accuracy. A standard model has been adopted, which, through 
years of actual use, has proved successful. This model was 
designed by C. F. Petersen, and several times modified to 
meet the requirements of various demands. In its present 
shape very few new features have been added. The storm 
cover, which was formerly cast with strengthening ribs, is 
made concave, thereby saving weight and improving ap- 
pearance. 

THE INCREASING DEMAND for Bird-Archer boiler compounds 
in the Orient has necessitated the opening of the following 
new offices by the Bird-Archer Company, of New York: 
Honolulu, J. P. Lynch, 42 Young building. Manila, Lambert 
Springer Company, 99 Plaza Santa Cruz. Yokohama, T. M. 
Laflin, Exchange Market. Hongkong, Shanghai, Singapore, 
United Asbestos Oriental Agency, Ltd. All of these agents 
have competent steam engineers to direct boiler owners in 
the proper use of the compounds. Recent sales of Bird- 
Archer Compound in Japan, China and the Settlements have 
been constantly on the increase in spite of strong competition 
and prejudice in favor of European, especially English prod- 
ucts. These American compounds first gained their prestige 
in the Orient through their ability to overcome successfully 
the severe conditions met with in the Philippine Islands, 
where magnesium and other sulphates in the boiler feed- 
water have always caused serious trouble. It is said that no 
other compounds had been found that were able to counteract 
these scale-forming elements without injury to the boilers. The 
presence of obstinate impurities and scale seems to be a 
characteristic of the average steam plant in China, and Japan 


also, and carefully prepared compounds have proven beneficial 
beyond question. 


A Spence Conveyor loading the ‘* Lusitania ** 


These Conveyors will handle all kinds of general freight going up or 
down at desired speed carrying several tons at a time. Now used by 


Cunard S. S. Co. 

Old Dominion S. S. Co. 
N. P. Ry. at Duluth 

Gt. North. Ry. at Seattle 


Washington Stevedoring Co. 
Warner Sugar Refining Co. 
Western Transit Co. 

and many others 


The Spence Portable Electric Conveyors 
will save you 50% in handling freight. Write us. 


SPENCE MANUFACTURING CO., St. Paul, Minn. 
JOHN T. GIBSON, 554 Broome St., New York, Eastern Agent 


THE PHOSPHOR — 1 


— BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


‘“Cog Wheel Brand” and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘Cog Wheel Brand.” The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL. «Vulcan Brand.” 


The best filling and lining Metal in the market. 


BABBIT?’S METAL. 


‘“‘Vulcan Brand.’’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telephone No.: 


Telegraphic Address: 


A “ PHOSBRONZE, LONDON.” 557 Hop. Lv 


Wn 
When writing to advertisers, please mention INTERNATIONAL MARing ENGINEERING. 


JUNE, 1909. 


International Marine Engineering 


O1-BuRNING EQuipMENT.—Tate, Jones & Company, Inc., 
Pittsburg, Pa., have received an order, through the Erie City 
Iron Works, from the Union Pacific Railway Company, at 
Omaha, Neb., for a complete oil-burning equipment, to be 
used in connection with Erie City “Economic” boilers. 

VESSELS CLASSED AND RATED by the American Bureau of 
Shipping, 66 Beaver street, New York, in the Record of 
American and Foreign Shipping: American screw, General 
Harvey Brown; American screw, General G. W. Jetty; Amer- 
ican screw, General J. M. Brannan; Mexican screw, Olympia; 
American screw, General A. M. Randol; American screw, 
General R. H. Jackson; American screw, Joseph Henry; 
American screw, Gussie; American schooner, Florence M. 
Belding; American schooner, Esther Ann; American tern, 
Josephine; American tern, Warner Moore; American tern, 
Frank E. Swain; British tern, P. J. McLaughlin; American 
tern, Zaccheus Sherman; American brig, Hammond; Ameri- 
can brig, Richardson, and American brig, City of San 
Antomo. 

THE INCREASING DEMAND for the Blackburn Smith feed- 
water filter and grease extractor has made it necessary for the 
manufacturers, James Beggs & Company, of New York, to 
appoint sales agents in all the principal cities. This filter may 
now be obtained through the following agents, all of whom 
have competent engineers to explain its operation and the 
advantages obtained by its use: Boston, Mass., Walter G. 
Ruggles Company; Watertown, Conn., M. J. Daly & Sons; 
Buffalo, N. Y., Buffalo Mill Supply Company; Pittsburg, Pa., 
National Valve & Manufacturing Company; Cincinnati, Ohio, 
Murdock Manufacturing & Supply Company; Detroit, Mich., 
A. Harvey’s Sons Manufacturing Company; St. Paul, Minn., 
R. B. Whitacre & Company; San Francisco, Cal., Plant Rub- 
ber & Supply Company. Canada: Montreal, H. W. Petrie of 
Montreal, Ltd.; Toronto, H. W. Petrie, Ltd.; Vancouver, 
B.C. H. W. Petrie, Ltd. Porto Rico: San Juan, Lebedjoff & 
Company. South America: Georgetown, British Guiana, W. 
G. Harry & Company. The Blackburn Smith filter first be- 
came popular for removing oil from the condensed exhaust 
steam where this condensation must be fed back to the boilers. 
The filter has been found very effective, and is now widely 
used for the removal of oil from hot-well water, open heater 
returns, etc. It is also efficient in removing mud, slime and 
organic impurities in suspension in the water supply. 


Tue Mianus Moror Works, Mianus, Conn., manufacturer 
of the Mianus marine gasoline motors, announces the re- 
moval of its Providence branch from 139 Richmond street 
to 142-144 Dorrance street, Providence, R. I. This change was 
necessitated owing to the former quarters being inadequate 
to take care of the company’s rapidly growing business. A 
full line of motors and parts will be carried in stock. 


Tue Eureka Fire Hose MAnuracturtnc Company, New 
York, writes us: “On April 13, about 5.05 P. M., we received 
a telephone message, requesting us to ship 5,000 feet of Para- 
gon fire hose, complete with couplings, at $1 per foot, by 
express. Notwithstanding the fact that our works closed 
down at 6 P. M., by running departments overtime we shipped 
the entire 5,000 feet on*the fast New York Central express 
leaving Grand Central Station at 11.45 P. M. It was neces- 
sary to thread 100 sets of couplings, attach them to the hose, 
and then haul the hose from our works in Jersey City to 
Forty-seventh street and Madison avenue, New York City, 
to the American Express Company’s receiving station. A 
universal thread adopted by all fire departments would be a 
great thing, as with the volume of business we are doing we 
could carry several thousand sets on hand, and would be able 
to ship a very large quantity of hose in case of an emergency 
in a few hours after receipt of order.” 


CoNnsoLipATIon of the Welin Quadrant Davit Company and 
the Lane & De Groot Company. Owing to the large increase 
in business and the otherwise closely-related interests of the 
Welin Quadrant Davit and Lane & De Groot Company, it has 
been found expedient to consolidate the two companies, under 
the title of Welin Davit and Lane & De Groot Company, Con- 
solidated. The new company is capitalized at $150,000, and the 
directors are: John McMullen, A. P. Lundin, Ernest Suffern, 
John C. Silva and William Stevenson. The officers of the 
consolidated company are as follows: A. P. Lundin, president 
and general manager; Ernest Suffern, vice-president; John C. 
Silva, secretary and treasurer. The new consolidated com- 
pany will conduct its business in the general offices, on the 
seventeenth floor of the Whitehall building, 17 Battery Place, 
New York, and the manufactures are to be taken care of at 
the old Lane & De Groot factory, 305-315 Vernon avenue, 
Long Island City. 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E. C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake STREET 
ST. LOUIS, MO., 218-220 CuHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISGO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


2) 


BALTIMORE, MD., 114 W. Battimore STREET 
BUFFALO, N. Y., GOO PrRupDeEnNTIAL BuiLpDING 
PITTSBURGH, PA., 913-915 Liserty AvENve 
SPOKANE, WASH., 163 S. Lincotn STREET 


11 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JUNE, 1909. 


A HYDRAULIC PAINT for the protection of submerged steel, 
and for steel which is to be imbedded in concrete, is made by 
the Semet-Solvay Company, Syracuse, N. Y. 


Mr. L. E. Burton has been appointed manager of the sales 
department of the American Blower Company, Detroit, Mich., 
in the States of Washington, Oregon and Idaho, with head- 
quarters at 388 Arcade Annex, Seattle, Wash. 


Mr. Russert Date, formerly sales manager of the Celfor 
Tool Company, has been appointed Chicago representative of 
the Carpenter Steel Company, with headquarters in the Com- 
mercial National Bank building, Chicago, III. 


THE INDEPENDENT PNEUMATIC Toot CompANy has moved 
its general offices from the First National Bank building to 
the new Thor building, 1307 Michigan avenue, Chicago, III, 
where the company has larger space and better facilities fot 
taking care of its increased business. 


THE CO-PARTNERSHIP heretofore existing under the name of 
Wilson & Silsby has been dissolved by mutual consent. The 
business heretofore carried on under said firm name will be 
continued by Adrian Wilson, the continuing partner, under 
the name of Wilson & Silsby. All claims against said partner- 
ship will be paid by said continuing partner, and all persons 
owing said partnership are hereby notified to make payment to 
said continuing partner. 


Mr. W. S. Rocers, president of the Bantam Anti-Friction 
Company, sailed for Germany on the 29th of April at the 
invitation of several German makers of balls and ball bear- 
ings, to make close connections for the handling of their 
goods in this country. This means that the Bantam Anti- 
Friction Company will enter the automobile field with an 
energy that those knowing Mr. Rogers can appreciate. 


THE STEAMSHIPS Momus, Creole and Antilles, belonging to 
the Southern Pacific Steamship Company, 120 Broadway, New 
York City, have been equipped with fire-detecting wire made 
by the Montauk Fire Detecting Wire Company, 100 William 
street, New York City. A perfect fire-alarm system, according 
to this company, consists of the “Quickest” thermostat, used 
in connection with its fire-detecting wire, such an equipment 
being especially suitable for steamship dock sheds and railway 
freight stations. 


BUSINESS NOTES 


GREAT BRITAIN 


LAUNCH oF STEAMSHIP Turrialba—Messrs. Workman, 
Clark & Company, Ltd., launched from their south yard re- 
cently the steamer Turrialba of about 5,000 tons gross regis- 
ter, for the Tropical Fruit Steamship Company, Ltd., Glasgow. 
The new vessel is intended for the West Indian banana trade, 
and has accommodation for a number of passengers. The 
holds are divided into eight compartments, all of which are 
insulated for the preservation of the fruit cargo, fresh-cooled 
air being delivered through ducts to each compartment by 
electrically-driven fans. The vessel has been built under the 
special survey of the British Corporation for their highest 
class, and both the requirements of the British Board of 
Trade and the United States Steamship Passenger Inspection 
Service have been fully complied with. The vessel will be 
fitted with triple-expansion engines, constructed by the build- 
ers, and is designed for a speed of about 15 knots per hour. 


yay 


RricHArp MoreLanp & Son, Lop., give notice that they have 
removed their engineering works from Old street to Silver- 
town. Their general offices will still remain at 80 Goswell 
Road, London, E. C. 

CHAIN-DRIVEN WINCHES ARE COMING greatly into use, espe- 
cially for passenger steamers, for which they have several im- 
portant advantages, especially their being noiseless. The 
makers, Messrs, David Wilson & Company, Ltd., Stanley 
Works, Fulton street, Liverpool, have had recently several 
important orders. The new steamers being built for the 
Nelson Line are among others to be fitted, and the powerful 
Canadian ice-breaker being constructed at Messrs. Vickers’, 
Barrow, is also being supplied with the David Wilson noise- 
less winch. 

“Brruros” is the name given to a new composition which 
has been placed on the market by Messrs. Wailes, Dove & 
Company, Ltd., Newcastle-on-Tyne. This composition has 
been specially prepared to meet a long-felt want, a composi- 
tion that will permanently protect from corrosion iron and 
steel water tanks used for drinking water purposes without 
imparting to the water any disagreeable flavor or discolora- 
tion. The composition is impervious and watertight, and 
being of an elastic and strongly adhesive nature, will not 
crack or peel off. Although quite suitable for tepid or dis- 
tilled the composition is not suitable for hot-water tanks. 

Messrs. Butt’s Metar & MeLtom Company, Lrp., Yoker, 
have got some remarkable results with propellers of their 
metal fitted to the steamship Cassandra, trading between Glas- 
gow and Montreal and St. Johns. The mean results on eight 
consecutive voyages with steel propellers show a speed of 
12.297 knots, as compared with 13.08 knots on five subsequent 
voyages with Bull’s metal propellers, although the revolutions 
were reduced from 73.2 to 71.7 per minute, and the coal con- 
sumption from 86.57 tons to 84.4 tons per day. The average 
draft on leaving was, however, 23 feet 8 inches, against 23 feet 
514 inches. The firm also record that they have the permis- 
sion of the owners of the Allan liner Pretorian to state that 
the substitution of their solid propeller for a loose-bladed 
bronze propeller increased the speed fully three-quarters 
nautical mile per hour, with reduced revolutions and coal 
consumption. 

On Aprit 22 the steel screw-steamer Magdalena, built by 
Messrs. Craig, Taylor & Company, Ltd., Stockton-on-Tees, to 
the order of A. C. Lensen, Esq., of Terneuzen, was taken to 
sea for her trial trip, which proved highly satisfactory. The 
vessel is of the following dimensions, viz.: 298 feet by 44 
feet by 21 feet 1 inch depth, molded. She is built of steel, to 
the highest class in Lloyd’s registry, under special survey, of 
the single-deck type, and has water ballast in double bottom 
fore and aft and in peaks. The accommodation for captain 
and officers is neatly fitted up in deckhouses amidships, the 
engineers’ being in deckhouse alongside engine casing, and the 
crew in the poop. She is equipped with patent steam wind- 
lass with quick-warping ends, steam steering gear, five steam 
winches, suitable donkey boiler, screw gear aft, pole masts, 
electric light throughout and all modern improvements. The 
machinery has been constructed by the North Eastern Marine 
Engineering Company, Ltd., the cylinders being 21, 35, 57 by 
39, with two large steel boilers working at 160 pounds pres- 
sure. During the run from Hartlepool Heugh to Souter 
Point, everything worked with the greatest smoothness, and 
a speed of close upon 11%4 knots was maintained. The owner, 
Mr. A. C. Lensen, and Mr. W. C. Carter, of London (superin- 
tendent engineer), both expressed themselves as being highly 
pleased with the ship and engines. 


J.&E.B ALL Lta." 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maKkEeERS or CARBONIC ANHYDRIDE 


(CO, 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO —¥ 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P, & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 47 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 


a 


12 


% 


When writing to advertisers, please mention INTERNATIONAL MARINE ENC*NEERING. 


& 


JUNE, 1909. 


Messrs. Miter & Macriz, Lrp., have acquired and turned 
into a private limited company the business of marine, general 
engineers and boilermakers, lately carried on by Messrs. 
Colin Houston & Company, 20 Stanley street, Paisley Road, 
Glasgow, and the business will now be carried on under the 
name of Miller & Macfie, Ltd., at the above address. 


Tue Parker Founpry Company, Ltp., Derby, has appointed 
Mr. Reginald Willis, of County Buildings, Corporation street, 
Birmingham, its representative in Birmingham and district, 
for the sale of its well-known “Tropenas” steel castings and 
malleable iron castings. The “Tropenas” steel castings ma- 
chine up clean and sound, and the mechanical test results ob- 
tained are such as the British Admiralty and leading London 
engineers now require. 


THE STEEL SIDE-PADDLE RAILWAY-WAGON STEAMER, Fabius, 
built for the Crown Agents for the Colonies, was successfully 
launched, recently, from the yard of Messrs. G. Rennie & 
Company, Greenwich. The leading particulars of the vessel 
are as follows: Length, 160 feet; beam, 33 feet 6 inches; 
depth, ro feet; draft, 5 feet 6 inches. The vessel is of the 
double-ended type, capable of carrying a load of six wagons, 
34 tons each and 35 feet 6 inches over the buffers, or four 
wagons 30 tons each and 42 feet over the buffers, on two 
lines of rails on the main deck. The hull is entirely built of 
Siemens-Martin steel, galvanized throughout by the hot pro- 
cess, and is of very strong construction. The whole of the 
decks, cabins and woodwork are entirely of teak, and there is 
accommodation for passengers, crew and captain. The vessel 
is steered by hand and steam-steering gear, and is provided 
with two warping capstans, one at either end, these capstans 
being arranged either for hauling wagons aboard or for deal- 
ing with the anchors. The heads of these capstans are ar- 
ranged to sink below the deck, so as to get them out.of the 
way when not in use. The estimated speed of the vessel, with 
full load of 150 tons, is 7 knots. The vessel is provided at 
either end with balance rudders, which are constructed of 
steel plate sheathed with teak, and follow out the lines of the 
vessel. Special arrangements are made for automatically 
locking the rudder at either end when not in use, and arrange- 
ments are provided on the steam-steering gear for working 
either rudder independently. The prow is constructed of 
very strong H-section iron, and connected with tie rods and 
teak planking on top, and is hinged to the vessel with four 
large cast steel hinges and pins. Means for raising and low- 
ering the prows are obtained by balance weights, which are 
provided on long arms entering the forward part of the 
vessel, and the prows are raised and lowered by means of 
small hand winches. There are two separate sets of lines for 
the wagons. These rails are bolted to heavy teak planks, run- 
ning fore and aft. When the vessel is in use without any 
wagons on board, means are provided for sinking the vessel 
to its proper draft by means of a large ballast tank running 
right fore and aft of the vessel. This tank is divided into 
seven separate watertight compartments, so that practically 
any trim can be given to the vessel. This, of course, is most 
important, in view of the possibility of the vessel grounding 
on sand banks, etc., and also when the vessel is being loaded 
with wagons. The tanks are pumped out by means of a 
centrifugal pump, and as a stand-by a large service pump can 
be used if necessary. The vessel is very carefully stiffened, 
fore and aft, under the rails by means of lattice girders. All 
deckhouses are very carefully protected from the heat and 
rays of the sun, and each window is provided with fine copper 
wire netting, proof against sun flies and mosquitos. The 
whole of the vessel is lighted by electric light throughout, 
and a very powerful searchlight is situated on the upper deck, 
to assist in navigating the vessel at night. There are accom- 
modation ladders provided on either side of the vessel, con- 
structed of teak, and all ladders, hatches and skylights will 
be constructed of the same material. Strong bumping posts 
are arranged at either end of the vessel. These are made to 
collapse between the rails when not in use. The vessel is pro- 
vided with two sets of machinery, one set to each wheel, each 
set having cylinders 15 and 26 by 36 stroke, and separate 
boilers. Arrangements are made to couple the two engines 
together when necessary. The cylinders are arranged diagon- 
ally, with only one crank to each set. There is one common 
condenser, constructed of copper, which has very large cool- 
ing surface. The paddle-wheels are fitted with feathering 
floats of American elm. The air pump is of the Edwards 
type, worked by a separate engine. This also applies to the 
circulating, feed and bilge pumps. There is also a feed donkey 
and large general pump. The vessel and its machinery has 
been constructed under the supervision of Messrs. R. Elliott 
Cooper & Frederic Shelford and Messrs. Flannery, Baggallay 
& Johnson. 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA. 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
St. Nicholas Building, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President—Charles N. Vosburg‘a, 6823 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


Messrs. Puitre & Son, Lrp., Dartmouth, have completed 
the fine screw-tug Doria for Mr. W. Watkins, of London, and 
handed her over after a very satisfactory trial in Start Bay, 
when a mean speed of 12.666 statute miles was obtained. The 
following are her chief dimensions: Length between per- 
pendiculars, 96 feet; beam, 20 feet 6 inches; depth of hold, 
tr feet 6 inches. She is classed too A-1 at Lloyd’s. The 
Doria is fitted with engines of triple-expansion surface con- 
densing type, having cylinders 13 inches, 21 inches and 34 
inches with 24 inches stroke. The boiler is of cylindrical 
multi-tubular type, 12 feet diameter by 1o feet long, with a 
working pressure of 165 pounds. The engines, which are 
fitted with United States packing, worked during the trial 
without a hitch. The vessel has steam-starting and reversing 
gear for the engines, is steered by steam, and has steam 
windlasses, by Messrs. Clarke, Chapman. She is equipped for 
long towages, her total capacity for coal being 100 tons. The 
Doria, which is the first of three sister vessels building by 
Messrs. Philip for the same owner, will no doubt form a 
valuable addition to Mr, Watkins’s already large and power- 
ful fleet. The official trial trip took place on the 2oth, but 
the Doria received her baptism_on March 11, when, although 
not finished, the builders took her out to sea during a heavy 
gale to the assistance of a vessel in distress, which, after some 
hours’ heavy work, they succeeded in bringing into safety. 
During the service the Doria behaved admirably, and although 
flying light with only a ton or two of coal on board, proved 
herself a capital sea boat, much to the satisfaction of the 
builders and also the owner’s engineer, who was at the engines 
the whole time. This, surely, is an unique trial for a tug. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering JUNE, 1909. 


CAN’T 
BLOW DURABLE 
RAINBOW _ EFFECTIVE 
OUT ECONOMICAL 
Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacHKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacHKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 
'"RUROPEAN AGENCY :—Carr Bros., Ltd., 11 Queen Victoria Street, ‘London, E. C. 


Detroit, Mich.—16-24 Woodward Ave. Indianapolis, Ind.—16-18 South Capitol Ave. Tacoma, Wash.—1316-1318 A Street. 

Chicago, Ill.—202-210 South Water St. Omaha, Neb.—1218 Farnam St. Portland, Ore.—27-28 North Front St 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—1621-1639 17th St. Vancouver, B. C.—Carral & Alexander Sts. 

San Francisco, Cal.—416-422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS | 

New Orleans, La.—Cor. Common & Tchoup- Waco, Texas—709-711 Austin Ave. Sole European Depot—Anglo-American Rub- 
itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd, 58 Holborn Viaduct, Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. don, E. C. : 

Houston, Tex.—113 Main St. Buffalo, N. Y.—379 Washington St. Paris, France—76 Ave. de la Republique. 

Kansas City, Mo.—1221-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 Mercantile 

Seattle, Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. 

Philadelphia, Pa.—245-—247 Master St. Baltimore, Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6. 

Louisville, Ky.—111-121 West Main St Spokane, Wash.—1016-1018 Railroad Ave Sydney, Australia—270 George St. | 


14 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JuLy, =909. 


TRADE PUBLICATIONS. 
AMERICA 


Sirocco blowers, made by the American Blower Company, 
Detroit, Mich., are described in a booklet this company has 
just published, and which is handsomely printed and illus- 
trated, like all the rest of this company’s literature. Three 
typical examples, illustrating points of superiority claimed for 
the Sirocco fan, are worked out by the American Blower 
Company, from which it will be noted that the advantages 
claimed may be summarized as follows: Increased efficiency, 
resulting in a saving in horsepower for the same capacity; 
increase in capacity of fan for the same power; smaller space 
occupied for a given capacity, and slower speed, resulting in 
quiet operation. 


A corrugated copper flange gasket is the subject of cata- 
logue g issued by the Chapman Engineering Co., Land Title 
building, Philadelphia, Pa. This is a case-hardened corrugated 
copper gasket, for which the following claims are made: “lh 
is case-hardened like a piece of steel, and the corrugations will 
spring or expand and contract in the flange 1/16 of an inch, 
and the gasket cannot burn or blow out. It has the pores of 
the metal closed, and for that reason the gasket will neither 
set nor crack under pressure nor corrode from electrolysis nor 
the presence of sulphuric acid, and can be used over again. It 
can be used on superheated steam under the most terrific pres- 
sure, and where,both pressure and temperature fluctuate vio- 
lently and frequently, and with equal efficiency and economy 
on low-pressure work as well. It can be used on steam, 
water, air, oil, gas, tar, naphtha and glycerine, and under 
ordinary circumstances will last as long as the pipe. It will 
make and hold a joint as tight as a bottle, either on a smooth 
or a rough-faced flange. It is peculiarly adapted for mining 
purposes, where acid is present in the water and where the 
lines of pipe are long and the condensation is excessive. It 
absolutely outclasses all types of gaskets made from toral, 
soft copper, asbestos and any form of sheet rubber or fibre 
packing and superheated gum. It is made of the exact size 
and shape that you order, and you do not have to pay for the 
materials in the corners, centers or bolt holes, and it can be 
instantlv applied by removing one-half of the bolts.” 


‘so that no time is lost on return strokes. 


latter is put up in solid sticks. 


International Marine Engineering 


Cast, malleable and brass fittings, brass and iron valves 
and cocks, wrought steel and iron pipe, valves and Stillson 
wrenches, are described in illustrated circulars distributed by 
the Walworth Manufacturing Company, 128 Federal street, 
Boston, Mass. 

Plate planing machines for planing boiler plates, etc., made 
by the Niles-Bement-Pond Company, 111 Broadway, New 
York City, are described in illustrated circulars this company 
has just published. The statement is made that these machines 
will bevel the edge and square up a narrow calking surface 
with a true finish in much less time than it can be done by 
hand. Two tools cutting in opposite directions are employed, 
The company builds 
especially designed machines for planing ships’ plates 

The proper care of belts is described in a pamphlet pub- 
lished by the Joseph Dixon Crucible Company, Jersey City, 
N. J. Explanations are given as to why belts slip, the results 
of slipping, pointers about overloaded belts, as well as dirty, 
tight and slack belts. The Dixon Company prepares two 
dressings—flake belt dressing and leather preservative, and 
solid belt dressing. The former is a semi-liquid dressing; the 
For dried-out, negleeted belts 
the flake dressing should be used, but when a quick, convenient 
cure for slipping is desired the solid dressing should be ap- 
plied. 

The American engine-room gage boards are described by 
the American Steam Gauge & Valve Manufacturing Company, 
208 Camden street, Boston, Mass., in a pamphlet that this com- 
pany has just issued. “No engine room is complete without 
a gage board, mounted with a good clock and gages con- 
nected direct to the engine, boiler, heating and other pres- 
sures. We make a specialty of this line, and you will find on 
the following pages a few illustrations of sets which we have 
recently furnished. The boards we make are fitted through- 
out with American gages, which are unexcelled for accuracy, 
wearing qualities and exterior finish. The boards can be fur- 
nished in any kind of marble or slate for any number of 
instruments, and we shall be pleased to submit sketches and 
estimates on designs to meet any requirements. In asking for 
estimates, please state whether a plain or fancy board is 
wanted, also material, number and size of instruments and 
amount of space available, if it is limited. We also furnish 
plain and fancy boards of oak, black walnut, cherry, mahog- 
any and cast iron.” 


WHAT MECHANICAL-DRAFT FAN? 


One that takes more power than it should? 


One that is liable to go to pieces because of poor construc- 


tion or design? 


One that is put in by guesswork ? 


OR A STURTEVANT 


The most efficient and satisfactory fan made. 


The fan that has wonderful strength and rigidity. 


The fan that is installed by engineers, and driven by en- 
gines, motors, or turbines especially designed for 
fan driving. 


B. F. STURTEVANT CO., Boston, Mass. 


GENERAL OFFICE AND WORHKHS, HYDE PARH, MASS. 
NEW YORK PHILADELPHIA CHICAGO CINCINNATI LONDON 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Steam Turbines ; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 
Steam Traps, Etc. 730 


7 A 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JuLy, 1909. 


“Plymouth Products” is the title of a series of bulletins 
giving information concerning the Plymouth Cordage Com- 
pany, North Plymouth, Mass., and its products. These bulle- 
tins are bound together in pamphlet form, and should be inter- 
esting to all rope buyers. A copy will be sent free to any 
reader of this magazine upon application. 


“Aids to Navigation” is the title of a 30-page illustrated 
catalogue issued by the Nicholson Ship Log Company, 409 
Superior street, Cleveland, Ohio. “The Nicholson recording 
ship log is a radical departure from all other types of nautical 
measuring devices. In addition to giving the mileage sailed, 
it shows the speed per hour on a dial and records this speed 
on a chart for every minute of the trip. These records can 
be dated and filed away for further reference, and should any 
accident or controversy occur, they would furnish incontestable 
evidence. The successful application of the speed of the 
moment dial and the record is entirely original with the 
Nicholson log.” 


Lunkenheimer steam specialties are the subject of a great 
number: of catalogues and booklets issued by the Lunken- 
heimer Company, Cincinnati, Ohio, any one of which will be 
sent free upon application to readers mentioning this maga- 
zine. Among the catalogues this company issues are those 
with the following titles: “Generator Valves,’ “Safety 
Valves,” “Oil Cups,” “Exhaust Pressure Regulators,” “Safety 
Water Columns,” Automatic Injectors,’ “Automatic Cylin- 
der Cocks,” “Mechanical Oil Pumps,” “Blow-Off Valves,’ 
“Specialties for Traction or Portable Engines and Boilers,” 
“Regrinding Valves,” “Sand Blast and Air Nozzles,” “Grease 
Cups for Cylinder Lubricators,” “Oiling Devices,’ “Whistles,” 
“Ground Key Work with Special Keys,” “H-W Cross-Head 
Pin Oiler,” “Specialties for Automobiles and Motor Boats.” 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Electric ventilating fans for use on board ship are de- 
scribed in a catalogue published by the Electric Ordnance Ac- 
cessories Company, Ltd., Aston, Birmingham. These fans 
have been especially designed and constructed to pass the 
tests of the British Admiralty. They are equally suitable for 
use on the floor, desk, wall or ceiling. 


River steamers, dredgers, tugs, lighters, motor launches, 
engines, boilers, etc., are the subject of a handsomely illus- 
trated catalogue published by Arthur R. Brown, 52 New Broad 
street, London. Among the interesting photographs of some 
of this company’s steamers are those in use on the Amazon 
River, in Central America, Brazil, India, Africa and other 
parts of the world. 


Thomas Noakes & Sons, Ltd., contractors to crown agents 
for the colonies and India, office 4 and 5 Osborn Place, Brick 
Lane, London, have published a number of circulars describ- 
ing and illustrating their high-class engine and boiler fittings, 
reducing valves, safety and relief valves, asbestos-packed 
cocks, water gages, feed pumps, gunmetal, copper and phos- 
phor bronze castings. 


Improved patent oil cabinets are described in illustrated 
circulars distributed by the Valor Company, Ltd., Rocky Lane, 
Aston Cross, Birmingham. This cabinet is made of tinned 
steel with galvanized iron bottom. Being enameled bright 
red, it is attractive in appearance and is unaffected by weather 
or the oil. It shuts up and is dust proof, and owing to its 
double lid is entirely free from smell. The pump is made 
of polished brass, simple in construction, and it cannot get out 
of order. It is screwed into place, and can easily be taken 
out for filling the cabinet from a barrel. The amount of oil 
contained in the cabinet may be seen by a glance at the 
measuring rod. 


Ward’s metallic packing is described in an illustrated cir- 
cular distributed by S. A. Ward & Company, Broad Street 
Lane, Sheffield. The manufacturer states that an ideal pack- 
ing would be a perfectly broad and flat collar, fitting perfectly 
true to the piston-rod bearing upon the face of a flat covering 
jointed on the end of a stuffing-box. “No ordinary pressure 
could pass it, but seeing that it is not practical the next ap- 
proach to it is Ward’s patent anti-friction metallic collar, 
divided and arranged in such a manner as to overcome the 
non-practicability of the ideal collar. This packing is largely 
used by British and foreign governments and in the mercantile 
marine of many countries.” 


3 


side, and on the reverse side is 
length, reading in 8ths and 16ths of an inch. 


Engineers’ Taper, Wire & Thickness Gage 


No. 245 


ff THE L.S.STARRETT Co. 
i, : ATHOL SSU.S.A, 
ANA = = 


This gage is especially designed for the use of marine engineers, ma. 


chinists and others desiring a set of gages in compact form. 


The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
graduated as a rule three inches of its 


The wire gage, English Standard, shows on one side sizes numbered from 


19 to 36, with two extra slots, one 1-16, the other % of an inch, and on 
the reverse side shows the decimal equivalents expressed in thousandths. 
This gage has also 9 thickness or feeler gage leaves, 
inches long, of the following thicknesses: 
012, .015 and 1-16th of an inch, all folded within the case, which is AY 
inches long, convenient to handle or to carry in the pocket. 


approximately 4 
-002, .0038, .004, .006, -008, .010, 


Price, each, $3.50 Catalogue 18-L Free, 


THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


London Warehouse, 36 and 37 Upper Thames St., E. C. 


All Engineers 
Should Know Powell 


STEJAM 


That the 


Automatic 
Injector 


is just the 
machine to 

supply 

water to 

Boilers ina 
business-like 
manner. 

Working 

parts 

accessible, 
removed 

for 

examination 

or 

repairs. 

Tested under all 
possible conditions, 
it has a wide range 
of work. Send for circular telling about its best points. Be 
convinced by actual test. 


Look for the Name— 


THE WM. POWELL CO., CINGINNATI. 


Philadelphia—518 Arch Street 


New York, 254 Canal Street Boston—239-245 Causeway Street 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


JULY, 1909. International Marine Engineering 


THe Farts Hortow Sraysorr Company, Cuyahoga Falls, 

BUSINESS NOTES Ohio, has recently appointed the following sales agents: 

AMERICA Brydges Engineering & Supply Company, 249 Notre Dame 

avenue, Winnipeg, Canada; Mussens, Ltd., 299 St. James 

Grorce D. Emery & Company, mahogany dealers, have re- street, Montreal, Canada, and J. H. Skelton & Company, Royal 
moved their main offices from Chelsea, Mass. to 17 West London House, Finsbury Square, London, E. C., England. 

Forty-second street, New York City. Oaxire, made by the Oakley Chemical Company, 114 Liberty 


Tue Unrrep States Navy DEPARTMENT has just awarded a | Street, New York City, is stated to be of special value on ship- 
large contract for Twentieth Century linoleum glue-cement, | board for cleaning waste and saving the oil therein, so that 
grade A, to L. W. Ferdinand & Company, 201 South street, | 1 ay DS repeatedly re-used ; for Canine machinery, engine- 
Boston, Mass. The manufacturers state that there were two | 100M floors, etc.; for cleaning overalls, Jumpers and caps ; for 
bidders lower than they, so that they are very much pleased swabbing decks, washing floors, and in the steward’s depart- 
with the outcome of the test which the department has been ment for cleaning dishes, glassware and cooking vessels. A 
making with the various materials supplied as samples by the chemical analysis of lubricating oil and waste made before 
various bidders. This glue-cement is stated to be put up and after the use of Oakite shows that both are unchanged, 


ready for use, to be waterproof and not affected by heat or according to the manufacturer. 


cold. It is especially adapted for attaching oil cloth, cork THe Derroir SEAMLESS HOLLOW SsTAy-BOLT, made by the 
carpet, corkolin and linoleum to concrete, cement, steel, stone, Detroit Seamless Steel Tubes Company, Detroit, Mich., is, 
tile and wooden floors. according to the maker, a product of the highest excellency, 


Wein Quaprant Davirs have been recently fitted to the | being made from the best grade of basic open-hearth steel, 
following vessels: Umagaka Maru, built by the Mitsu Bishi | suring wonderful ductility, great tenacity, flexibility and 
Dockyard & Engine Works, Nagasaki, Japan, for the Japanese | high tensile strength. This is manufactured by the seamless 


Government, 8 sets; Star of Canada, building by Messrs. process, in which the tube is rolled over various mandrels, 
Workman, Clark & Company, for J. P. Corry & Company, 3 | Compressing and combining the metal from the inside as well 
sets; turbine steam yacht 7yviad, building by Caledon Ship- | 25 the outside, thereby giving the steel, according to the 
building & Engine Company, for G. A. Schenley, 4 sets; No. manufacturer, those desirable qualities resulting from great 


428, building by A. McMillan & Son, Ltd., for Henry Burrell, density and preventing objectionable welds. These stay-bolts 
I set; United States Revenue Cutter Androscoggin, building | 4%¢ stated to be especially desirable for locomotive, marine 
by Pusey & Jones Company, 2 sets; steamship Espagne, build- | 2nd other types of boilers. 

ing by Chantiers & Ateliers de Provence, for Cie. Gen. Trans- EQuIPMENT FOR NAvAL CoLiters.—The American Steam 
atlantique, 16 sets; steamship Tambora, building by Kke My | Gauge & Valve Manufacturing Company, 208 Camden Street, 
de Schelde, 8 sets; steamships Nos. 461, 462 and 463, building | Boston, Mass., has recently furnished the following equip- 
by Fairfield Shipbuilding & Engine Company, for Zeeland | ment for the three new colliers built by the Maryland Steel 
Stoomvaart Maatschappig, each sets; steamship No. 468, | Company: Eighteen American Thompson improved indica- 
building by Fairfield Shipbuilding & Engine Company, for | tors, three 10-inch chime whistles, three 6-inch siren whistles, 
Union Castle Mail Steamship Company, 16 sets; steamship | twelve 3!4-inch duplex pop safety valves, three 2-inch single- 
No. 410, building by Harland & Wolff, Ltd., for Union Castle | pop safety valves, eighteen steam and water relief valves, 
Mail Steamship Company, 16 sets; steamship No. 121, build- | twelve cylinder relief valves, fifty-two gauges, three clocks, 
ing by Newport News Shipbuilding & Dry Dock Company, } six counters; and has also furnished the following for the 
for Matson Navigation Company, ro sets. These davits are | North Dakota, built by the Fore River Shipbuilding Com- 
made by the Welin Quadrant Davit, Inc., 17 Battery place, | pany: Six clocks, one hundred and eight steam and vacuum 
New York, and Axel Welin, 5 Lloyd’s avenue, London, E. C. | gauges, two counters and sixty-eight valves. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


. 


Because it is the only one constructed on correct principles. The rubber 
WHY ? core is made ofa special oil and heat resisting compound covered with 
e duck, the outer covering being fine asbestos. It will not score the rod 

or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E.C., ENGLAND, 11 Southampton Row 


CHICACO, ILL., 150 Lake STREET BALTIMORE, MD., 114 W. Batctimore STREET 
ST. LOUIS, MO., 218-220 CHestnuT STREET BUFFALO, N. Y., 600 PruDenTIAL BUILDING 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET PITTSBURGH, PA., 913-915 Liserty AvEeNve 
SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND SPOKANE, WASH., 163 S. Lincotn STREET 


BOSTON, MASS., 232 Summer STREET 


. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


JuLy, 1909. 


BUSINESS NOTES 


GREAT BRITAIN 


Exrrotr BrorHeErs, 36 Leicester Square, London, E. C., call 
attention to the fact that they are now making in their factory 
at Lewisham, precision micrometers, which ‘they state it has 
heretofore been necessary to import from abroad. 

A FREE SAMPLE TIN of Palfreyman’s rust preventative will 
be sent to any reader mentioning this magazine upon applica- 
tion to W. H. Pelfreymen & ‘Company, 17 Goree-Piazzas, 
Liverpool. This rust preventative is stated to be especially 
adapted for coating the bright parts of engines, machinery, 
tools, grates, instruments, etc. 

LAUNCH oF THE STEAMSHIP Boscawen.—On the 6th of 
April, Messrs. Craig, Taylor & Company, Ltd., launched from 
their Thornaby shipbuilding yard, Thornaby-on-Tees, a finely- 
modeled, single- deck screw steamer of the following dimen- 
sions : 290 feet by 40 feet 9 inches by 20 feet 6 inches molded. 
She is built of steel to the highest class in Lloyd’s, under spe- 
cial survey, and has poop, bridge and topgallant forecastle, 
water ballast in double bottom, fore and aft, and in peaks. 
She is equipped with patent steam windlass with quick- 

warping ends, steam steering gear, four steam winches, and 
suitable donkey boiler, pole masts, to Manchester Ship Canal 
requirements, large hatches and all the latest improvements 
for rapid loading and discharging. The accommodation for 
captain and officers is neatly fitted up in poop, the engineers’ 
being in deckhouse alongside engine casing, and the crew in 
the forsecastle. Her engines have been constructed by the 
North Eastern Marine Engineering Company, Ltd., Sunder- 
land, the cylinders being 214, 36, 50 iby 39, with two large steel 
boilers working at 180 pounds pressure. The vessel has been 
built to the order of Messrs. E. Jenkins & Company, of 
Cardiff, under the superintendence of Messrs. N. T. & F. G. 
Daniel, of Cardiff. 

LAUNCH OF A PATENT TRUNK STEAMER AT STOCKTON On 
May 20, Messrs. Ropner & Sons, Ltd., of Stockton-on-Tees, 
launched from their yard a steel screw steamer of the ines 
ing dimensions, viz.: Length, 378 feet 6 inches; breadth, 
feet: depth, 27 feet 3 inches. ‘The vessel is built to the ees 
class in the British Corporation Registry to carry about 7,900 
tons, she is for foreign account and is fitted with the builder’s 
patent improved trunk deck, with two large clear holds, and 
two only, large hatchways, one being 82 feet long by 26 feet 
wide, and the other 67 feet long by 26 feet wide, thus facili- 
tating rapid loading and discharging. The saloon, with ac- 
commodation for captain, officers and engineers, is fitted up 
in deck houses amidships on trunk deck, with the crew in the 
forecastle. The vessel is built on the deep-frame principle, 
the frames being of bulb-angle steel, and the holds are clear 
of all obstructions to the stowage of cargo, there being no 
hold beams or wide stringers. She has capacity for about 
1,500 tons of water ballast in her cellular bottom and peak 
tanks. Her measurement capacity is exceptionally large and 
she is fitted with nine powerful steam winches working in 
conjunction with ten derrick posts arranged in pairs, with wire 
runners and purchase spans. Steam is supplied to the deck 
machinery by a large horizontal multitubular boiler 11 feet 
by 10 feet. The outfit includes stockless anchors, quick-warp- 
ing steam windlass, steam steering gear amidships and power- 
ful screw gear aft. The engines are of the triple-expansion 
type by Messrs. Blair & Company, Ltd.; of Stockton-on-Tees, 


of about 1,800 indicated horsepower on a very full specifica- 
tion, with boilers 16 feet by 9 inches by 11 feet by 6 inches, 
working at a pressure of 180 pounds. 


X% 


[THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 


PHOSPHOR BRONZE. 


‘‘Cog Wheel Brand” and ‘‘ Vulcan Bran4.”’ 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘‘Cog Wheel Brand.” The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL, «Vutcan Brand.” 


The best filling and lining Metal in the market 


BABBIT?T’S METAL. 


“Vulcan Brand.’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. | 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telegraphic Address: Telephone No.: 


“ PHOSBRONZE, LONDON.” 557 Hop. Le 


Our 
Specialty 
is Auxiliary 
Engines 
for direct 
connection 


x to 
25 H. P. 
1} to 


15K. W. 


NEW BRITAIN MACHINE CO., New Britain, Conn. 


‘i. Ltd. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS oF CARBONIC ANHYDRIDE 


(CO,) 


REPEAT INSTALLATIONS SUPPLIED TO 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 47 NIPPON YUSEN KAISHA 2 CANADIAN PACIFIC Ry. 12 


10 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


i 


AUGUST, 1909. 


International Marine Engineering : 


I —————aOaeOOOO 


TRADE PUBLICATIONS. 


AMERICA 


Regulating appliances are the subject of a very complete 
and fully illustrated catalogue of 178 pages just issued by the 
Mason Regulator Company, Boston, Mass. This concern 
makes regulating devices of all kinds, and the catalogue 
should be extremely useful to all users of regulators. The 
aim of the designer of the Mason regulator has been to pro- 
duce simple, practical regulators of the best material and 
workmanship, and neither time nor money has been spared 
to make them perfect. The company solicits correspondence 
from persons who have difficult or peculiar problems of regu- 
lation to solve. 


The “Positive” water glass guard is described in illus- 
trated circulars issued by the American Steam Gauge & Valve 
Manufacturing Company, 208 Camden street, Boston, Mass. 
“The Positive guard consists of two frames or doors of 
malleable iron swinging on hinges attached to a bracket se- 
cured to the boiler head by studs. The doors completely cover 
the water glass, and stand at such an angle with the boiler 
head that the light is reflected through sight glasses. The 
sight glasses are made of heavy plate glass with woven wire 
insert, and placed in slots in each door directly in front of 
water glass, giving perfect view of water level at all times. 
The Positive guard will save eyes and prevents law suits. 
The Positive guard on application becomes a permanent fix- 
ture on the boiler head and cannot be thrown away or lost. It 


lasts as long as the boiler head and costs nothing for re- 


newals. It saves train delays caused by the inability of the 
enginemen to locate and shut off cocks. With the Positive 
guard the cocks can be found immediately and closed with 
bare hand. The Positive guard saves time when renewing 
water glasses, there being no parts to remove or lose. After 
glass is applied, cocks may be opened quickly with absolutely 
no danger to workman. The Positive guard necessitates no 
change in water glass fixtures, and can be applied to any boiler 
head at an infinitely small cost. When ordering, give dis- 
tance from boiler head, or lagging, to center of water glass. 
If head is lagged give thickness of lagging. Also distance 
between packing nuts and diameter of same.” 


Because the B. F. Sturtevant Co. 


“Cork; Its Origin and Uses,” is published in pamphlet 
form by the Armstrong Cork Company, Pittsburg, Pa. This 
is an illustrated booklet telling of the origin of cork, the 
process employed in its manufacture, and its varied uses. 
Handsome half-tone illustrations add much to the interest of 
the story. 

Eureka packings are described in a handsomely illustrated 
catalogue issued by the Eureka Packing Company, 78 Murray 
street, New York. The catalogue states that Eureka packing 
was first brought into use by the genius of a marine engineer 
nearly thirty years ago. Having tried all kinds without good 
results he resorted to braiding flax by hand over a rectangular 
strip of rubber, and soaking it in lubricants. Its success under 
the most trying conditions was phenomenal, and to-day the 
same principle is carried out by machinery. It is made in 
many styles and sizes, and for all pressures for steam, water 
and ammonia. 


Automatic controlling valves are described and illustrated 
in a pamphlet published by the Ideal Automatic Manufactur- 
ing Company, 125 Watts street, New York City. “The Ideal 
automatic pump governor is an oil-controlled piston actuated 
pressure-controlling valve for governing pumps working 
under a specified pressure pumping air, oil, salt or fresh water, 
ammonia, etc., and is so sensitive in its operation that the 
slightest break in the pressure will immediately start opening 
the valve, thereby supplying steam to the pump. The Ideal 
governor will prolong the life of the pump by preventing it 
from doing unnecessary work, causing unnecessary wear and 
tear and useless waste of fuel, as would be the case if the 
pump were equipped with a relief safety by-pass valve. For 
marine uses the Ideal governor is the only pump governor 
that has ever been approved by the National Board of Super- 
vising Inspectors of Steam Vessels and by the United States 
navy, and may be used aboard ship on the salt-water fire 
pumps, salt-water sanitary pumps, feed-water pumps, fresh- 
water pumps, pumps for hydraulic purposes and ash pumps. 
For stationary or land uses the Ideal governor is adapted for 
all kinds of pumps, including elevator pumps, turbine step- 
bearing pumps, automatic fire sprinkler systems, ammonia 
compression engines, compressed air or -gas machines, 
hydraulic apparatus, fire engines, hydraulic rams, or, in fact, 
any apparatus requiring an automatic pressure controller.” 


2 


A FEW REASONS WHY || 


the Sturtevant Heating and Venti- 
lating Apparatus is the Standard. 


is the oldest and largest builder of 


fans and fan systems in the world. 


Because they are not content with being the first in the field, they want 
also to be the last. The evolution of the fan is the history of the B. F. 
Sturtevant Co. 


Because the designers of the Sturtevant apparatus are trained men familiar 
with the requirements. They, are engineers who have received their educa- 
tion from the old school of “experience.” They know, and because they 
know they are successful. 


Because they have the best commercial fan in the world. Not only is it 
the most efficient, it is the most durable. It is built for use under the most 
exacting conditions, and it makes good. 


Because the motor or engine used for driving a Sturtevant Fan is designed and 
built by the Sturtevant Co. to meet the requirements_of that particular fan, 


All the above reasons contribute toward establishing the standard 
by which all other systems are measured. 


Let us consult with you about your problems, it will be mutually 
beneficial and will not place you under any obligation to purchase. 


~ B. F. STURTEVANT C0.,"sass.’ 


e7 MASS. 


GENERAL OFFICE AND WORKS, HYDE PARK, MASS. 


CHICAGO CINCINNATI LONDON 


NEW YORK PHILADELPHIA 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Steam Turbines ; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


Steam Traps, Etc. 


e 


When writing to advertisers, please mention INTERNATIONAL Marine ENGINEERING. 


International Marine Engineering 


AUGUST, 1909. 


The Reeves-Graef marine engines, “built for hard ser- 
vice,’ are described in an illustrated pamphlet published by 
the Trenton Engine Company, Trenton, N. J. These engines 
were designed by E. W. Graef, who has had years of experi- 
ence in marine engines for all service. The manufacturer 
makes special claims for these engines as to their simplicity, 
lubrication, quiet running and economical fuel consumption. 

Pumping machinery is described in pocket-size bulletin No. 
10 published by the C. H. Wheeler Manufacturing Company, 
Philadelphia, Pa. In this catalogue are illustrated the most 
recent developments in the company’s machinery. This con- 
cern manufactures steam, electric and power-driven pumps, 
both for pressure and vacuum. Each machine is carefully 
designed and proportioned to perform its duty with the 
greatest possible efficiency, a constant basis being adopted for 
rating all apparatus. The construction and finish are on high- 
class engine lines, while particular attention is given to the 
thorough testing of all parts as well as the complete ma- 
chinery. The C. H. Wheeler Manufacturing Company also 
manufactures surface, jet and barometric condensers and 
water-cooling apparatus. Bulletins describing any of these 
will be sent free upon request to readers mentioning INTER- 
NATIONAL MARINE ENGINEERING. 

Plate working tools are described in a handsomely illus- 
trated catalogue just issued by Wickes Bros., Saginaw, Mich. 
The tools therein illustrated were designed for use in their 
own plant, and are now offered to the trade with the as- 
surance, based on experience, that they will prove efficient, 
durable and satisfactory under the trying conditions of the 
ordinary boiler shop or other plate-working plants. Wickes 
Bros. state that following a continuous experience of annoy- 
ances, failures and break-downs with tools made by other 
concerns, they were led to design machines that would prove 
durable and satisfactory, even when operated by inexperienced 
labor, and that they succeeded so well that others asked them 
to build similar tools, which met with so much favor that 
these have now been placed on the market. Among the tools 
described are plate bending rolls; steel frame bending rolls, 
motor driven and engine driven; special bending rolls with 
wench for shipyards; belt-driven bending rolls; vertical rolls, 
engine and motor driven; angle bending rolls; plate planers, 
punches and shears; gang punches; rotary shears, hydraulic 
riveters and flanging presses; boiler-head facing machines; 
flanging clamps and many others. 

A valuable catalogue of drop forgings, a free copy of 
which will be sent free upon application to any reader who 
will mention this magazine, has just been issued by J. H. 
Williams & Company, Brooklyn, N. Y. The front cover de- 
sign is very striking, being a facsimile in colors of a red-hot 
drop-forged wrench. In this catalogue are listed about 800 
assorted sizes of forty patterns of wrenches, with a range of 
opening for every size of bolt from % inch to 5 inches, in- 
clusive. Several new lines are shown which have been brought 
out since the last catalogue has been issued, among them being 
“Vulcan” bijaw chain-pipe wrenches, “Agrippa” fittings, chain 
wrenches, planer clamps, lathe dogs, with two screws, flat- 
handle S wrenches, and wrench sets in canvas rolls. For the 
convenience of the customer in checking invoices there is 
published a numerical index of wrenches, affording the means 
of locating a given index page or establishing identities when 
numbers only are given in the invoice. The catalogue calls 
especial attention to the Williams chemical and physical test- 
ing laboratory, which has grown largely during the past few 
years. While it is equipped to make general metallurgical 
analyses, the company employs it principally for the purpose 
of assuring itself that the material used in its forgings is 
within the chemical specifications of its customers. This at 
times means a separate analysis of each bar in a shipment of 
raw material from the mill, and in every case a sufficient analy- 
sis is made to assure th ecompany that the steel supplied to fill 
all orders is of uniform character and well within the desired 
chemical limits. The demands of the customers of Jo TEL, 
Williams & Company, and of its own product, have led to 
constant improvement in its annealing, carbonizing, case hard- 
ening and tempering departments, so that it is exceptionally 
well equipped to care for this class of work in a manner that 
could not be considered for a smaller volume of business. The 
furnaces are fitted with recording pyrometers, so that perfect 
control can be had of the heating of the steel and at the same 
time retain the record for future references. This concern also 
makes a specialty of drop forgings made to order for a variety 
of purposes; for gas engines, locomotives, machine tools, steam 
pumps, injectors, chucks, air compressors, boiler makers’ tools, 
hydraulic and lever jacks, marine specialties, pipe cutting and 
threading machinery, steam engines, etc. A reduction of this 

catalogue will be issued in a 4-by-6-size, affording a pocket- 
carrying size that will be appreciated by many. 


Engineers’ Taper, Wire & Thickness Gage 


0 


THE L.S.STARRETT Co. 


I! 


This gage is especially designed for the use of marine engineers, ma- 
chinists and others desiring a set of gages in compact form. : 

_ The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
side, and on the reverse side is graduated as a tule three inches of its 
length, reading in 8ths and 16ths of an inch. 

The wire gage, English Standard, shows on one side sizes numbered from 
19 to 36, with two extra slots, one 1-16, the other ¥% of an inch, and on 
the reverse side shows the decimal equivalents expressed in thousandths. 
This gage has also 9 thickness or feeler gage leaves, approximately 4 
inches long, of the following thicknesses: -002, .003, .004, .006, .008, .010, 
-012, .015 and 1-16th of an inch, all folded within the case, which is 434 
inches long, convenient to handle or to carry in the pocket. 


Price, each, $3.50 Catalogue 18-L Free, 


THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


London Warehouse, 36 and 37 Upper Thames St., E. C. 


The Powell 
“White Star” 
Valve 


Renewable is defined as 
“capable of being renewed, 
i.e., restored to its original 
state.” That’s just what you 
can do when both faces of 
POWELL WHITE STAR 
Disc are worn out. You 
don’t buy a new valve, simply 
buy a new disc at a nominal 
cost and restore the valve to 
its original state of perfec- 
tion. It’s well to recollect 
this very desirable feature 
of the POWELL “WHITE 
STAR” Valve when you 
buy. 

A new disc only is but a 
small part of the cost of an 
entirely new valve. 

H Your jobber can supply 

them if you specify POW- 
ELL’S “ WHITE STAR.” It’s 
casf on every valve. 


THE / WM. POWELL Co. 


THE 


© DEPENDABLE EnaineeRinG SPECIALTIES. 
CINCINNATI 


PHILADELPHIA: 518 Arch St. NEW YORK: 254 Canal St. 
BOSTON: 238-45 Causeway 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


AUGUST, I909. 


International Marine Engineering 


Ventilation in engine rooms, boiler rooms, motor boat 
cabins, etc., is described in Bulletin No. 90 published by the 
B. F. Sturtevant Company, Hyde Park, Mass. 


A number of interesting pocket-size catalogues have re. 
cently been issued by the American Blower Company, Detroit, 
Mich., any one of which will be sent upon application to 
readers of this magazine. “Ventilating and cooling” should 
prove of special interest at this time of the year. The com- 
pany makes a specialty of the ventilating and cooling of engine 
rooms, ships’ holds, ete. Sirocco is another of these book- 
lets which states that the Sirocco fan is valuable for venti- 
lation, cooling and mechanical draft aboard ship. In A 
Hand-Book of Information the American Blower Company 
gives considerable information regarding its exhausters and 
blowers. 


Cut meters are made by Schuchardt & Schuette, 90 West 
street, New York, and are described in an illustrated catalogue 
this company is issuing. The catalogue states that these 
meters are practically the only instruments which can be 
relied upon without using a watch for instantaneous and ac- 
curate readings of the rate of cut in any direction; that they 
are indispensable for milling tools, periphery speeds of drills, 
belt speeds, hoisting speeds, ete., as they render it possible 
to obtain the full output from machinery and machine tools, 
and that as the readings do not depend upon magnetic action 
the instruments remain accurate under all shop conditions; 
that they are not delicate tools requiring scientific handling, 
but are essentially shop tools for machinists’ use. 


Harbar craft; building and repairing, and marine machin- 
ery are the subject of an illustrated catalogue just published 
by Waters, Gildersleeve, Colver Company, successor to F. A. 
Verdon Company, West New Brighton, Staten Island, N. Y. 
The water frontage of this concern is 618 feet. The piers are 
large, and over 300 feet in length, and the depth of water is 
from 12 to 24 feet, thus insuring the quick handling and repair 
of tugs, canal boats, lighters, barges and all other harbor 
vessels. The blacksmith, boiler, machine, pattern, carpenter 
and joiner shops are all on the piers and platforms, and with 
the drydocks, shipbuilding platforms, electric cranes and der- 
ricks, every needed facility is here for proper construction and 
repair work. The drydocks are suited for boats 225 feet in 
length and smaller. 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Yacht fittings are described in a catalogue published by 
Simpson, Lawrence & Company, 11 St. Andrews Square, 
Glasgow. This concern is prepared to furnish yachts with 
such fittings as anchors, windlasses, chains, blocks, barometers, 
lamps, stoves, paint and varnish, paneling, hinges, racks, cup- 
boards, etc. 


Galvanic metal packings are the subject of circulars issued 


by W. Christie & Company, 50 Wellington street, Glasgow. 


“The packing being fitted in a conical or funnel shape, be- 
comes automatic to the pressure of steam, the inner edge being 
pressed against the rod and the outer one against the wall of 
stuffing-box. After the engines have been running a short 
time the packing will become compressed by the pressure, and 
will, consequently, become loose in the stuffing-box. The gland 
must be at once tightened, and this operation repeated a few 
times until the packing becomes settled. The metal packing 
rings consist of a series of thin rings of galvanic deposits of 
nickel and copper, sewn together in sections of %4 to 34 of an 
inch deep.” 


A price list of nautical surveying and mathematical instru- 
ments has just been issued by Heath & Company, Ltd., Cray- 
ford, London. This catalogue, which has been in preparation 
for several years, should prove of great interest to the trade. 
Messrs. Heath & Company have for a long time supplied some 
of the leading governments with all of their surveying in- 
struments and accessories. A free copy of this booklet will 
be sent upon application to all of our readers who will men- 
tion INTERNATIONAL MARINE ENGINEERING. Among the in- 
struments described and illustrated are binnacles and com- 
passes of various types, sounding machines, barometers, helio- 
graphs, naval plotoscopes (this latter instrument is for 
plotting the exact positions of submerged mines), signaling 
lamps of many kinds, telescopes and range finders, ther- 
mometers, measuring tapes and many others. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 


LONDON, E.C., ENGLAND, 11 Southampton Row e 


CHICAGO, ILL., 150 Laxe STREET 
ST. LOUIS, MO., 218-220 CuHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 


SAN FRANCISCO, CAL., East 11TH STREET AND 3p AVENUE, OAKLAND 


BOSTON, MASS., 232 Summer STREET 


9 


ca 


PITTSBURGH, PA., 913-915 Liserty Avenue 
PORTLAND, ORE., 40 First Street 
SPOKANE, WASH., 163 S. Lincotn StrREET 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


AUGUST, Ig09. 


BUSINESS NOTES 


AMERICA 


THe AMERICAN STEAM GAUGE & VALVE MANUFACTURING 
Company, Boston, Mass., has received from the Newport 


News Shipbuilding & Dry Dock Company, an order for eight . 


government composition triplex safety valves for tornedo 
boat destroyers Roe and Terry. A similar order has been re- 
ceived from the William Cramp & Sons Ship & Engine Build- 
ing Company for eight triplex valves for torpedo boat de- 
stroyers Nos. 30 and 31. 

A MARINE CANOE GLUE, which is guaranteed to be water- 
proof, is made by L. W. Ferdinand & Company, 201 South 
street, Boston, Mass. The claim is made that its peculiar 
properties are those of flexibility and durability, and although 
it becomes soft and pliable under heat it still retains its ad- 
hesion to timber, fiber, etc., and is clean and insoluble in 
water. It is also stated that any puncture or leak in a boat 
or canoe can be repaired in five minutes with this glue. 

THE FOLLOWING VESSELS have recently been classed and 
rated by the American Bureau of Shipping, 66 Beaver street, 
New York City: American screw, Theodore H. Wickwire; 
American screw, Clifford F. Moll; American screw, Julia 
Luckenbach; American screw, General J. M. Schofield: 
American screw, John J. Barlum; American screw, General 
R. T. Frank; American schooner, William K. Park; British 
schooner, Boniform; American tern, Donna T. Briggs; 
American tern, L. N. Dantzler; British tern, Waegwoltic: 
British tern, Eva C.; American tern, Richmond; American 
tern, Oscar G.; American tern, Richard W. Clark; American 
tern, Carrie A. Norton; American tern, Harry W. Haynes; 
American brig, Harry Morse, and Swedish brig, Swartvik. 

H. W. JouHns-ManvitteE CompaNny’s EXHIBIT at both the 
Wisconsin and the Indiana local conventions of the National 
Association of Stationary Engineers, recently held at La 
Crosse and at Evansville, consisted of a large line of packings. 
Although for many years this company has been among the 
largest packing manufacturers in the United States, their line 
of packings has been more than doubled within the past year. 
There is perhaps not a style or type of packing on the market 
that they do not now manufacture. At La Crosse, Mr. Frank 
T. Guta represented the company and was also a delegate to 
the convention from Milwaukee. Mr. C. S. Padgett, manager 
of the Milwaukee packing department, and Mr. W. F. Taylor 
were also at the exhibit. The Evansville convention was in 
charge of Mr. H. H. Lawson and O. E. Wehr, both from the 
Milwaukee branch. 


Some SatisFActory Borters.—The Kingsford Foundry & 
Machine Works, Oswego, N. Y., makers of marine and 
stationary boilers, have received the following letter from the 
Garlock Packing Company, Palmyra, N. Y.: “We are in re- 
ceipt of your valued favor of the 4th inst., relative to the four 
internally-fired boilers which you have built for us. In reply 
thereto we beg to advise that we esteem it a privilege to assure 
you that we are highly pleased with them in every way. Not 
having ordered them all at one time it goes without saying 
that the placing of the orders for the last two installed was 
influenced largely by our unqualified approval of the first 
boilers ordered and the economical and reliable service re- 
ceived therefrom. We cheerfully recommend your product 
to any prospective customers, and hereby authorize you to 
use us in your reference to those who are pleased with the 
results obtained from internally-fired boilers.” 


THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOYS: 
PHOSPHOR BRONZE. 


““Cog Wheel Brand” and ‘‘ Vulcan Brand.”’ 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


““Cog Wheel Brand.” The best qualities made. 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL. «Vulcan Brand.” 


The best filling and lining Metal in the market 


BABBIT?’S METAL. 


‘“ Vulcan Brand.” 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


ya) Dy 


Nine Grades. 


LONDON, S.E. 
Telegraphic Address: Telephone No.: 
A “ PHOSBRONZE, LONDON.” 557 Hop. 
> 


Tue B. F. Sturtevant Company, Hyde Park, Mass., an- 
nounces the removal of its New York offices from 114 Liberty 
street to 50 Church street. 


Mr. Benjamin WuurraKer has resigned as treasurer of 
J. H. Williams & Company, drop forgings, Brooklyn, N. Y., 
and will now give entire time to the exporting business for the 
same company and others, with headquarters at No. 17 State 
street, New York. 


Yacut Borrrrs.—Lloyd’s Register for 1908 lists 505 steam 
yachts with 600 boilers, and of these boilers 126 were made by 
the Almy Water Tube Boiler Company, Providence, R. I. In 
the American Vacht Register of 1891 only three out of 348 
yachts were equipped with Almy boilers. 


Mr. J. P. Hiranns, who for a number of years has been in 
the employ of the National Tube Company at its New York 
sales agency, has resigned and associated himself with Messrs. 
Olin & Giberson, and will represent the Ohio Seamless Tube 
Company in the Eastern territory, with offices in the United 
States Express Building, No. 2 Rector street, New York. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS or CARBONIC ANHYDRIDE 


NG MACHINERY 


(CO,) 


REPEAT !NSTALLATIONS SUPPLIED TO 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Go. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 


ELDER DEMPSTER & Go. 50 


CHARGEURS REUNIS 26 


ELDERS & FYFFES, Ltd. 1 


10 


When writing to advertisers, please mention INTERNATIONAL MARINE ENC tNEERING. 


AUGUST, I909. 


Lieut. H. C. Dinger, U. S. N., writ- 
ing in Marine Engineering said: ‘‘Flake 
Graphite has the peculiar property of 
not being affected, either chemically 
or physically, by any temperature en- 
countered in a cylinder,”’ 


Did you ever try Dixon’s Flake 
Graphite in your work? 


JOSEPH DIXON CRUCIBLE CO. 


Jersey City, N, J. 
European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W 


AE EPC CE EET 
JEFFERY’S SPECIAL MARINE CANOE GLUE 


Waterproof 


Any puncture or leak in boat or canoe can be repaired in five 
minutes. It is as valuable to a canoeist asa repair kit to a bicyclist 
or automobilist. Friction top emergency cans, 25 cts. each; by mail, 
83O cts. For sale by all Sporting Goods, Yacht and Boat Supply 
Houses. Send for samples, specimens, circulars, directions for use, etc. 


L. W. FERDINAND & CO., 201 South Street, Boston, Mass. 


LARGE ORDERS FoR VALvES.—Last January we referred in our 
columns to the fact that the Lunkenheimer Company, Cincin- 
nati, Ohio, had received from the Panama Canal Commission 
a large order for “Renewo” globe, angle and cross valves. 
The order at that time covered upwards of 7,000 valves. 
Within the past two weeks this company received an ad- 
ditional order for “Renewo” valves amounting, in all, to about 
$50,000. The “Renewo” valve has a renewable, self-cleansing 
seat, and the disc can also be replaced when worn. Owing to 
the ingenious construction of the seating faces the seat will 
outwear many discs. It is not necessary in every case to 
replace these parts, as the regrinding feature (which the 
Lunkenheimer Company is said to have originated, and which 
has heen featured by them for many years in another valve 
construction) is also embodied in the “Renewo” valve, so that 
if desired the seating faces can be reground and made tight 
without removing the valve from connecting pipes. This 
device is worthy of the investigation of engineers generally, 
and the Lunkenheimer Company at Cincinnati, or their 
branches in New York, Chicago or Boston, will be glad to 
supply full particulars. 


BUSINESS NOTES 


GREAT BRITAIN 


- Tue Mork Patent Puttey Brock Company, 42 Moor Lane, 
London, E. C., states that the “Mork” is the quickest worm 
gear block made, and that the releasing gear enables the 
operator to raise or lower the bottom hook in a few seconds. 


THE DRrYAD CANE FURNITURE, which initiated the new style 
and methods of workmanship in first-class cane work, has re- 
cently been favored with an order from the Orient Steamship 
Company for chairs for their new ships, after having been put 
through a severe test by the company. 


WE UNDERSTAND that Messrs Telford, Grier & Mackay, 
Ltd., patent signal lamp makers and electrical engineers, 
Glasgow, have received an order to supply the whole of 
the British fleet with their new patent flashing signal lanterns, 
which have also been adopted by some of the principal shipping 
companies. The principal features of this lamp are: A bril- 
liant light from mineral oil without the use of any glass chim- 
ney or other device to take the place of glass chimney; a 
flashing screen giving full beam of light, full depth and length 
of the lens at each depression of the Morse key. 


11 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
314 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
Bolbec Hall, Westgate Road, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President—Charles N. Vosburgia, 6323 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


PITTSBURG PNEUMATIC TOOLS 


ABSOLUTELY GUARANTEED 


allsizes, $20.00 


Chipping Hammers, 
$30.00 


Hand Riveters, all sizes, 
SEND FOR CIRCULAR ‘«‘D” 


THE PITTSBURG PNEUMATIC CO., Canton, Ohio 


REDUCTION IN Prices oF TANTALUM Lamps.—We have re- 
ceived a new list from Messrs. Siemens Bros. Dynamo Works, 
Ltd., Tyssen street, Dalston, dealing with the various types of 
Tantalum lamps now on the market, and announcing reduc- 
tion in prices. The list illustrates the well-known Tantalum 
high-voltage lamps, which are now to be sold at the excep- 
tionally low price of 3/6 in bell-shaped bulbs, and 3/9 in 
spherical bulbs. This spherical lamp is a new departure, and 
should meet with popularity.’ Further, standard bell-shaped 
or spherical Tantalum lamps of 50-80 volts, 12 and 16 candle- 
power, are now to be sold at 2s. each. The price sheet also 
shows illustrations of a new Tantalum candle lamp, which is 
supplied for 24-40 volts and 5 and 10 candle-power. These 
lamps should find a ready acceptance generally for use with 
candelabra fittings, designs and prices of which we hear can 
also be had from Messrs. Siemens Bros. Tantalum lamps are 
too well known for us to make any remarks on their ex- 
cellent qualities, but we learn that the new factory at Dalston, 
opened some months ago, has great facilities for the manu- 
facture of these lamps, and that rapid progress has been made 
is obvious from the foregoing reductions in price. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering Aucust, 1909. 


py. ae 
AINBOW PACHING 


CANT 


- 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT 

ECONOMICAL 

Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 
EUROPEAN AGENCY'!:—Carr Bros., Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich.— 16-24 Woodward Ave. Indianapolis, Ind.— 38-42 South Capitol Ave. Tacoma, Wash.—1316-1318 A Street. 

Chicago, Ill.—202-210 South Water St Omaha, Neb.—1218 Farnam St. Portland, Ore.—27-28 North Front St, 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—1556 Wazee St. Vancouver, B. C.—Carral & Alexander Sts. 

San Francisco, Cal.—416-—422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS . 

New Orleans, La.—Cor. Common & Tchoup- Waco, Texas—709-711 Austin Ave. Sole European Depot—Anglo-American Rub- 
itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd, 58 Holborn Viaduct, Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. don, E. C. 2 

Houston, Tex.—113 Main St. Buffalo, N. Y.—3879 Washington St. Paris, France—76 Ave. de la Republique. ; 

Kansas City, Mo.—1221-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 Mercantile 

Seattle, Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. 

Philadelphia, Pa.—245-247 Master St. Baltimore, Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6. 

Louisville, Ky.—111-121 West Main St Spokane, Wash.—1016-1018 Railroad Ave Sydney, Australia—270,George St. | 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


SEPTEMBER, 1900. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


The Welin Quadrant Davit Company and Lane & De 
Groot Company, Con., 17 Battery Place, New York City, are 
sending out a postcard photograph of the new 27,000-ton North 
German Lloyd steamship George Washington, which is fully 
equipped with the Welin quadrant davits. These davits are 
manufactured in twenty distinct types and sizes, and will 
handle anything from a 20-foot dinghy to a second-class 
torpedo boat. 


A new chain pipe wrench is described in 1909 catalogue E 
published by J. H. Williams & Company, Brooklyn, N. Y. 
This chain wrench is very compact, when folded occupying a 
space of only 6 by 8 by 8. The action is particularly rapid; 
the grip is positive, non-crushing, and always renewable by 
filing the teeth; the chain hugs the pipe half-way round and 
can’t crush. The jaws are all wrought steel, drop-forged, saw- 
tempered, with hand-made “Vulcan” chain pipe wrench chains. 
The parts are all warranted and interchangeable. 


Steel plate marine ranges are described in illustrated cir- 
culars issued by Hutchinson Bros., 5 South Howard street, 
Baltimore, Md. Following are a few of the many ships re- 
cently fitted out with this company’s marine ranges: The 
naval colliers Mars, Vulcan and Hector, the destroyers Whip- 
ple, Warden and Truxton, the seagoing dredges Ancon and 
Culebra, the lighthouse tenders Maple, Holly and Violet, the 
training ships Monongahela, Severn and Chase; also the fol- 
lowing merchant vessels: the Gloucester, Lexington and 
Frederick, belongong to the Merchant & Miners’ Transporta- 
tion Company; the Brookline, of the United Fruit Company, 
and a great many others. 


Low-speed steam turbines, for belt or direct-connected 
service, are described in illustrated catalogue 3 published by 
the Terry Steam Turbine Company, 90 West street, New York 
City. The designer of the Terry steam turbine had in mind 
two essential features: First, to produce an efficient, small, 
low-speed machine, and, secondly, that it should be one of 
the very simplest design. The untsual low speed of the Terry 
turbine is said to permit direct connection without the usual 
attendant troubles, and at the same time to eliminate the use 
of gears. For direct-connected sets up to and including 300 
kilowatts, this turbine is stated to have been very successful. 
The low speeds eliminate the commutating troubles usually 
found on direct-current turbine generators. The regulation is 
as close as is obtained in the best engine practice, and fluctuat- 
ing loads are easily handled. The Terry turbine has also been 
successfully applied during the past four years for driving 
centrifugal pumps of single and multiple stage. The range 
of conditions in this service varies from large volumes of 
water pumped against low heads, such as circulating water 
for condensers, up to high head work, such as boiler feed or 
fire service, where the turbine runs at high speed driving a 
multiple-stage pump. 

Duval metallic packing is described in a catalogue just pub- 
lished by the Power Specialty Company, 111 Broadway, New 
York. This company, as the successor of the Duval Metallic 
Packing Company of America, is the exclusive importer of 
this braided wire packing, which is manufactured in France. 
“Duval metallic packing has been used in all parts of the world 
under the most severe conditions for the last fifteen years. 
We feel that it needs no introduction to mechanical experts, 
who have investigated the highest class of packing obtainable. 
The uniformly satisfactory service which it has given under 
the most strenuous conditions, proves it to be the best metallic 
packing made. Radical changes have been made in power- 
plant machinery in the last decade. High-pressure steam has 
almost entirely replaced low-pressure service. Superheated 
steam is being generally used. The internal combustion engine 
has proved practical. Enormous hydraulic pressures are now 
carried. All of these improvements have demanded the most 
exacting performances of packing. The soft compositions of 
the old days could not meet the new requirements, and engi- 
neers have turned to the use of metallic packings, which can- 
not only meet the increased temperature and pressure, but 
which are practically indestructible. Of the various metallic 
packings on the market, the advantages of woven wire are at 
once apparent. It maintains a tight joint with a minimum 
friction. Its life is longer than any solid ring or spring pack- 
ing. It requires no attention or adjustment after being in- 
stalled. No special stuffing-box is required. It is applied to 
any box without disconnecting the rod. It retains its lubrica- 
tion better than any other type. It is not injured by grit or 
sand. If desired all four sides may be used as wearing sur- 
faces. It may be carried in stock and used as desired.” 


VULCABESTON 
Style No.105 


LIBERTY 
Style No. 107 


TRIPLEX 
Style No. 104 


A Few J-M ASBESTOS 
SHEET PACKINGS 


WRITE NEAREST BRANCH FOR CATALOG 101 


H. W. JOHNS-MANVILLE Co. 


Baltimore Dallas Milwaukee Pittsburg 
Boston Detroit Minneapolis San Francisco 
Buffalo Kansas City New Orleans Seattle 
Chicago London New York St. Louis 
Cleveland Los Angeles Philadelphia 


MOBILENE 
Style No. 101 


T-M BLACK OILPROOF 
Style No. 112 


J-M PLUMBAGO 
Style No. 113 


THE PRODUCER GAS BOAT 
“MARENCING” 


has thoroughly demonstrated that it is a 
success from every point of view. 


As a cruising boat it can scarcely be 
equalled for comfort and convenience. 
The question of safety is important. 
On this boat there is nothing whatever to 
explode. 


In economy of operation this boat 
beats steam ftbe times, and gasoline more 
than ten times, It made the trip from 
New York to Albany and back, 275 miles, 
and used about $1.50 Worth of fuel. 


This boat is now for sale at a bargain. 


Address “ MARENGING’” care 
INTERNATIONAL MARINE ENGINEERING 


17 Battery Place, New York 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering SEPTEMBER, 1909. 


Fine tools and instruments of precision are described in 
catalogue 18 L published by the L. S. Starrett Company, Athol, 
Mass. This is a very complete and fully illustrated volume 
of 232 pages, and should be in the hands of every user of 
mechanical tools. A free copy will be sent to any of our 
readers upon request. 


Steam turbines for direct connection to generators, blowers 
and pumps are described in an illustrated pamphlet issued by 
the E. W. Bliss Company, 17 Adams street, Brooklyn, N. Y. 
The statement is made that on account of its simplicity the 
cost of the Bliss turbine is reduced to a minimum, and that 
it runs almost noiselessly without any perceptible vibration. 
Besides, on account of its light weight, it requires no expen- 
sive foundation. 


A new differential steering gear is described in a catalogue 
published by the American Ship Windlass Co., Providence, 
R. [I and Williamson Bros.’ Company, Philadelphia, Pa. 
The statement is made that this device includes the following 
improvements: Variable speed of rudder at different points; 
greater power when most needed; increased economy and 
least possible amount of lost motion; small deck room and 
the fact that it is self-contained and easily installed. 


The tachometers and tachographs made by Schuchardt & 
Schuette, 90 West street, New York, are made to indicate on 
a dial or to record on a chart the revolution rate of engine 
and motor shafts, the speed of fly-wheel peripheries, and all 
measurements of rotative and progressive speed. The scales 
are divided for any desired reading, such as revolutions, 
period, feet, yards, miles or other units at any desired rate 
of time. These instruments are made in two styles—portable 
and stationary—and many thousands are in use in machine 
shops, navy yards, electrical works and other manufacturing 
establishments. 


An equilibrium circulator and steam-heating attachment 
for circulating and heating the water in steam boilers is de- 
scribed in an illustrated catalogue published by H. Blooms- 
burg & Company, 425 North Carey street, Baltimore, Md., a 
free copy of which will be sent to any of our readers upon 
application. The claim is made that this device increases 
steaming capacity 5 to 15 percent, that it will reduce or pre- 
vent leaks of bottom seams and rivets, pitting and corrosion, 
wet steam and foaming. Over sco boilers are equipped with 
the device, which is approved by the United States Steamboat 
Inspectors, Lloyds and the Hartford Steam Boiler Insurance 
& Inspection Company. 


The Argo atmospheric sight-feed oil cup is the subject of 
illustrated catalogues published by the Argo Supply Company, 
80 Broad street, New York City. The aim of the inventor 
was to get a sight-feed gravity oil cup which would not be 
affected by change of height, temperature, vicidity or minute 
particles in the oil. That this oil cup is not affected by 
changes in temperature can be readily seen, according to the 
manufacturer, because the regulation of the feed is by the 
admission of air. It is stated that this method of regulating 
the oil feed was attempted by a great many inventors but with 
little success, because the amount of air admitted is so min- 
ute that it is impossible to construct an air valve with a regu- 
lation so fine that it will feed the oil slowly enough for prac- 
tical purposes. It is also claimed that this oil cup does not 
vary in its set rate of speed if the oil becomes more or less 
viscous, and that the lowering of the oil in the reservoir has 
no effect. 


“The Technical Index,” a comprehensive record of current 
technical literature published in Belgium, announces that 
hereafter it will be represented in the United States by the 
Geo. H. Gibson Company, Tribune building, New York City. 
The Technical Index appears monthly, and gives a system- 
atic descriptive record of all original articles appearing in over 
200 engineering and technical journals and reviews, also in- 
dexing the proceedings of technical societies and technical 
books issued in all countries. The method of indexing covers 
the name of the author, the title of the article in full, an ex- 
planatory note stating the contents of the article, the name 
and date of the publication in which the article appeared and 
the length of the article. Two cditions are printed, one upon 
both sides of the paper and one upon one side only for card 
index purposes, and for further convenience all items are 
arranged according to the Dewey decimal system. Clippings 
or copies of articles, also books, are supplied by the publishers 
of the Index, the price being indicated in each case. It is 
stated that over 1,000 original articles are indexed each month, 
covering all lines of engineering and technology. The Ameri- 
can agents offer to send free sample copies upon request, and 
will also receive orders and subscriptions. 


Engineers’ Taper, Wire & Thickness Gage 


No. 245 


IS. 245 


: al 


This gage is especially designed for the use of marine engineers, ma- 
chinists and others desiring a set of gages in compact form. : 

The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
side, and on the reverse side is graduated as a rule three inches of its 
length, reading in 8ths and 16ths of an inch. 

The wire gage, English Standard, shows on one side sizes numbered from 
19 to 36, with two extra slots, one 1-16, the other % of an inch, and on 
the reverse side shows the decimal equivalents expressed in thousandths. 
This gage has also 9 thickness or feeler gage leaves, approximately 4 
inches long, of the following thicknesses: .002, -003, .004, .006, .008, .010, 
-012, .015 and 1-16th of an inch, all folded within the case, which is 43% 
inches long, convenient to handle or to carry in the pocket. 


Price, each, $3.50 Catalogue 18-L Free, 


THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


London Warehouse, 36 and 37 Upper Thames Stapleaics 


POWELL UNION 
COMPOSITE DISC VALVE 


It will pay you to read 
and digest this de- 
scriptive construction 
of a most Superior 
Valve. 


The patent ground joint 
connection between the 
faces of the body neck and 
bonnet, and the clamping 
of the two by the first large 
Hexagon Swivel Nut, as- 
sures absolutely all possi- 
bility of a Blow-off; plenty 
of strength and metal at 
that point. You don’t 
need red lead to make j; 
steam-tight after you hay, 
taken it apart for in- 
spection or repairs, the 
steam doesn’t reach 
the threads. 


Many other good points 
particularly explained in our 
Union Disc Booklet. Write 
for it—it’s worth your time 
and a postal to keep posted, 
if for nothing else. 

Specify Powell to your 
jobber, and insist on getting 
what you specify. 


LooK for the Name— 


THE WM. POWELL CO., CINSINNATE 


Philadelphia—518 Arch Street 


New) York, 252 CanalliStreet Boston—239-245 Causeway Street 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


’ 


SEPTEMBER, 1909. International Marine Engineering 


Lieut. H. C. Dinger, U. S. N., writ- 
ing in Marine Engineering said: “‘Flake 
Graphite has the peculiar property of 
not being affected, either chemically 
or physically, by any temperature en- 
countered in a cylinder.”’ 


Did you ever try Dixon’s Flake 
Graphite in your work? 


JOSEPH DIXON CRUCIBLE CO. 


Jersey City, N, J. 
European Agents: KNOWLES & WOLLASTON 
Ticonderoga Works, 218-220 Queens Road, Battersea, London, S. W. 


JEFFERY’S SPECIAL MARINE CANOE GLUE 


Waterproof 


Any puncture or leak in boat or canoe can be repaired in five 
minutes. It is as valuable to a canoeist as a repair kit to a bicyclist 
or automobilist. Friction top emergency cans, 24 cts. each; by mail, 
8O cts. For sale by all Sporting Goods, Yacht and Boat Supply 
Houses. Send for samples, specimens, circulars, directions for use, etc. 


L. W. FERDINAND & CO., 201 South Street, Boston, Mass: 


U. S. Standard 


PUNCHES 


For all Structural Work 


I. P. Richards Company 


Providence, R. I., U.S. A. 
Established 1870 


THE GRANE 
IMPROVED PATENT 
WHEEL PULLER 


For Removing Fly Wheels, 
Cams, Gears, Propellers, 
Etc. 


Send for Catalog and Prices to 


CRANE PULLER 
COMPANY 


15 HARVARD AVENUE 
ALLSTON, MASS. 


9 


TRADE PUBLICATIONS 


GREAT BRITAIN 


H. & C. Grayson, Ltd., 21 Water street, Liverpool, have 
issued a catalogue giving prices and particulars of parafin and 
petrol engines. Marine and electric sets are listed with en- 
eines of the two or four-cycle type. 

Messrs. R. Waygood & Company, Ltd., Falmouth Road, 
London, S. E., have sent us a catalogue of their electric lifts. 
The firm has supplied over 2,000 of these lifts. The catalogue 
has a number of very fine illustrations, including examples of 
electric lifts for liners, which have been supplied to the 
Mauretania and Lusitania and other important vessels. 


Clarke Crank & Forge Company, Lincoln, have recently 
issued a catalogue illustrating crank shafts suitable for port- 
able engines, motor launches, etc. The firm make a special 
feature of forging and machining bent, block or built-up crank 
shafts in Siemens-Martin or special steels, and they can be 
supplied either as forgings, rough machined or finished bright. 

Tangyes Ltd., Birmingham, have issued literature with 
reference to their new pump, the “Tan-Gyro,” which is of an en- 
tirely new pattern, and we understand it is designed to give a 
high efficiency over a wide fluctuation of duty. It is particu- 
larly suitable for emptying docks, feeding canals. etc. Price 
list No. 321 contains prices for all the different types of these 
pumps. 

Indicators and gages are illustrated and described in trade 
literature distributed by Buchanan Bros., 16 Carrick street, 
Glasgow. These catalogues state that Buchanan Bros. have 
had nearly fifty years’ experience in making marine and land 
engineerinig instruments, and that the accuracy of their 
various testing appliances is guaranteed by air, water and 
mercurial tests. 


Cranes and transporters for steel works are described in 
an excellent catalogue recently issued by Messrs. Applebys, 
Ltd., 58 Victoria street, Westminster, London, S. W. The 
special cranes illustrated include ladle cranes, forge cranes, 
fitted with ingot-rotating gear, and also a 4-ton crane for 
charging soaking pits, designed to work with very limited head 
room. 

“Hints About Case Hardening,’ what to use, how to do 
it, is the title of a booklet published by W. H. Palfreyman & 
Company, 17 Goree-Piazzas, Liverpool, a free copy of which 
will be sent to any reader of this magazine. The statement 
is made that the publishers believe this pamphlet contains 
matter of considerable value to even the most experienced 
case hardener. 

A pamphlet describing the Mirrlees-Diesel oil engine has 
been issued by Messrs. Mirrlees, Bickerton & Day, Ltd., Hazel 
Grove, near Stockport. Attention is called to the special fea- 
tures and advantages of these engines, of which we under- 
stand a number have been supplied to the British Admiralty 
for electric lighting on warships, as well as for the propulsion 
of pinnaces, etc. 


A list dealing with Alex. Turnbull & Company’s St. Mungo 
Works, Glasgow, well-known specialties: safety valves, stop 
valves, steam traps, wrought steel and iron pipes, etc., has 
recently been issued. The catalogue contains a number of 
illustrations of the firm’s patented specialties for marine and 
general purposes. Details of manufacture and prices are in- 
cluded in the list, and also a number of testimonials from 
leading firms where their specialties have been fitted. 

Magnesia coverings are described and illustrated in a cata- 
logue just issued by Newalls Insulation Company, Ltd., New- 
castle-on-Tyne. This covering has for years been adopted by 
the British Admiralty for insulating steam pipes and boilers 
of all classes of vessels, and the statement is made that 
Newalls’ covering is used in more than 95 percent of the war- 
ships which have been built in England within the last seven 
years. Among the well-known merchant vessels equipped with 
this covering are the Mauretania and the Oceanic. 


Messrs. Siemens Bros.’ Dynamo Works, Ltd., have sent 
us a new list containing particulars of their latest designs of 
glassware. The book contains a large number of new and 
select designs of glass shades suitable for high-voltage “Tan- 
talum” or other metal filament lamps, which can be obtained 
in various styles at remarkably low prices. A number of 
shades are also shown, suitable for low-voltage “Tantalum” 
and other metal or carbon filament lamps of low voltage, in 
opal, satin or crystal etched finish. Special shades, suitable 
for all classes of interior decorations and electric light fittings, 
are catalogued at low prices. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


yay 


Leaflets, giving prices and particulars of gap lathes, high- 
speed planing machines and plate-bending rolls, are to hand 
from Messrs. Binns Bros., Water Lane, Halifax. 


A sheet, giving dimensions of steel chequered plates of 
ordinary diamond, Admiralty diamond and oval patterns, has 
been circulated by the Consett Iron Company, Ltd., Consett, 
County Durham. 


“The Commercial Value of Indicator Diagrams” and in- 
structions for the use of the engine indicator is the title of a 
booklet issued by Dobbie McInnes, Ltd., 57 Bothwell street, 
Glasgow. A free copy of this interesting pamphlet will be 
sent to any of our readers who mention this magazine. 


A pocket catalogue of machine tools has recently been 
circulated by Messrs. H. W. Ward & Company, Ltd., Lionel 
street, Birmingham. Turret, capstan and other lathes, four- 
spindle automatic machines, milling, grinding and boring 
machines and other tools are described and illustrated. 


The British Mannesmann Tube Company, Ltd., Salisbury 
House, London Wall, E. C. A booklet has reached us from 
this company containing a large number of testimonials relat- 
ing to the advantages of weldless steel spigot and faucet tubes. 
We have also received a pamphlet which describes the special 
features of these tubes and gives full details concerning them. 


A list of engineering instruments has been published by 
Whyte, Thomson & Company, 144 Broomielaw street, Glas- 
gow. This is a new catalogue of indicators and accessories 
which are especially designed to anticipate the constantly- 
growing demand for instruments to meet the requirements of 
present-day engineers. 


Messrs. John Cameron, Ltd., Oldfield Road Iron Works, 
Manchester, recently published a booklet showing several 
types of ram and piston pumps driven by steam or electric 
power, and also punching and shearing machines. Among 
these latter we notice a large four-sided machine for ship- 
builders, which is arranged for punching, shearing, angle- 
cutting and punching side-lights, etc. 


BUSINESS NOTES 


AMERICA 


AT THE RECENT ANNUAL MEETING of the stockholders of the 
Wheeler Condenser & Engineering Company, held at their 
works, Carteret, N. J., Mr. J. J. Brown, M. Am. Soc. M. E., 
was elected vice-president and general manager. Mr. Brown 
entered the condenser field some fifteen years ago as South- 
western manager for the Henry R. Worthington Company, 
and later became their general sales manager. After the for- 
mation of the International Steam Pump Company he became 
their general Western sales manager, with headquarters at 
Chicago, and resigned that position to take up his present 
work. “The Wheeler Condenser & Engineering Company has 
recently introduced several important improvements in con- 
densing apparatus, among which are the dry tube surface con- 
denser, which has shown remarkable results in high vacuum 
work. The company has also in hand new and improved types 
of rotative dry vacuum pumps, centrifugal pumps, centrifugal 
jet condensers and cooling powers. The plant at Carteret, 
N. J., is being enlarged and improved. Among these improve- 
ments is a new power house, which will be equipped with 
several different systems of condensers for exhibition pur- 
poses, as well as for supplying the electrical energy which 
will be used throughout the shop.” 


rs 


Tosi ichanns t 


SEPTEMBER, I909. 


THE PHOSPHOR — 
— BRONZE CO. LID. 


Sole Makers of the following ALLOY s: 


PHOSPHOR BRONZE. 


‘Cog Wheel Brand” and ‘‘ Vulcan Brand.” 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


‘*Cog Wheel Brand.” The best qualities made 


WHITE ANTI-FRICTION METALS: 
PLASTIC WHITE METAL, «Vulcan Brand.” 


The best filling and lining Metal in the market 


BABBITT’S METAL. 


“Vulcan Brand.’”’ Nine Grades. 


“PHOSPHOR” WHITE LINING METAL. 


Superior to Best White Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 


LONDON, S.E. 
Telegraphic Address: Telephone No.: 
““PHOSBRONZE, LONDON.” 557 Hop. 


a 


THe Atmy Water Tuse Borer Company, Providence, 
R. I., calls our attention to an error made on page I0 of our 
August issue. The statement is made that of 505 steam 
yachts with 600 boilers in Lloyd’s Register for 1908, 126 were 
Almy boilers. The Almy Water Tube Boiler Company tells 
us that the total number of Almy boilers should be 106. 


HIGH-GRADE IRON FOR STAY-BOLTS, engine bolts, piston rods, 
forgings, etc., is made by the Carter Iron Company, Pittsburg, 
Pa. The manufacturers of this iron state that in their opinion 
some railroads do not pay enough attention to elastic limit 
of stay-bolt iron; that combined with other essential prop- 
erties the value of iron allowing an additional-strain of 8,000 
to 10,000 pounds before permanent set takes place is obvious; 
the minimum elastic limit of Carter Iron Company’s highest 
grades is said to be 7o percent of the ultimate tensile strength. 
The Carter Iron Company states that superintendents of 
motive power have told it that it cost them 40 cents each to 
take out and replace a broken stay-bolt. The company states 
that the first cost of its iron is only a small proportion of this, 
even when its highest quality is used. 


(ESTABLISHED 1785) 
23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS oF CARBONIC ANHYDRIDE 


REFRIGERATING MACH 


(CO, 


INERY 


REPEAT INSTALLATIONS SUPPLIED TO — 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Go. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
@ ROYAL MAIL S. P. Go. 47 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 


10 


When writing io advertisers, please mention INTERNATIONAL Marine ENGINEERING, 


Avi) 


: 


SEPTEMBER, 1900. 


New Orpers For WELIN QuapRANT Davits.—The Welin 
Davit & Lane & De Groot Company, Con., 17 Battery Place, 
New York City, reports recent orders for complete equipments 
of Welin quadrant davits for the following ships: Steam- 
ships Bache and Patterson, direct from United States Coast 
and Geodetic Survey; from William Cramp & Sons, steam- 
ships Ancon and Christobal, of the Panama Railroad & 
Steamship Company, and for three harbor tugs being built 
for the United States of America, Quartermaster’s Depart- 
ment; from Newport News Shipbuilding & Dry Dock Com- 
pany, steamships Bear and Beaver, of the San Francisco & 
Portland Steamship Company, and for the Matson Navigation 
Company’s new steamer Wilhelmina; steamship Imperial, of 
the Standard Oil Company; also for the new oil steamer of the 
Associated Oil Company. This company is also equipping the 
tug Daniel Willard belonging to the Erie Railroad. Besides 
these a good many large-sized orders have been received from 
Europe. 


Larce Orpers For Farts Hortow Sray-Botr Iron.—The 
Falls Hollow Staybolt Company, Cuyahoga Falls, Ohio, writes 
us: “We are pleased to advise that we are just in receipt of 
a nice order from the Great Southern of Spain Railway Com- 
pany, Ltd. for a carload of our hollow stay-bolt iron bars, 
making the second carload order we have received from this 
railway company within the past year. The Great Northern 
Railway recently specified our hollow stay-bolt iron in five 
locomotives, the American Railroad of Porto Rico in three 
locomotives being built by the Baldwin Locomotive Works, 
the Ann Arbor in four and the Detroit, Toledo & Ironton 
Railroad in eight locomotives recently ordered from American 
Locomotive Company. During the past six months we have 
secured fully fifty new railway customers for Falls hollow iron 
in the United States, Canada and Mexico. We have also 
received new business from railways in many foreign 
countries, and have just received an order for a large quan- 
tity of Falls hollow stay-bolt iron bars for shipment to the 
Northern Railway of Costa Rica, at Limon, Costa Rica. Our 
rapidly-increasing business is the best of evidence that our 
product is giving the railways the very best of satisfaction. 
The improved combustion and automatic inspection features 
appeal to them as advantages that should not be overlooked.” 


International Marine Engineering 


Tur PuHospHorR-BRONZE SMELTING CoMPANY, L1D., 2200 
Washington avenue, Philadelphia, Pa., has been succeeded by 
the Phosphor-Bronze Smelting Company, which latter cor- 
poration has assumed the performances and discharge of all 
the obligations and liabilities of the former company, and will 
hereafter continue the same business in the same location. 


THE “KewANEeE” UNION, made by the National Tube Com- 
pany, Frick Building, Pittsburg, Pa., is claimed by the manu- 
facturer to have many advantages over other unions, among 
them being a brass-to-iron-thread connection, which is easy to 
move, a brass-to-iron-ball seat, which is air-tight without a 
gasket, and the fact that there are only three solid parts 
with no brass pieces to drop out. 


THE TRANSMISSION DYNAMOMETER, invented and patented by 
Prof. W. H. Kenerson, and illustrated and described by him 
in a paper read before the meeting of the American Society 
of Mechanical Engineers at Washington in May, 1909, is a 
device which indicates by means of a pressure gage the 
amount of power transmitted through it. The dial on the 
gage is graduated to show the horsepower per hundred revo- 
lutions per minute of the shaft to which the dynamometer is 
attached. It is said to be sensitive and correct to a degree 
very closely approximating that of the ordinary gage for indi- 
cating pressure, and the construction is such that it cannot 
easily be deranged. This transmission dynamometer is being 
built and placed on the market by the Builders Iron Foundry, 
Providence, R. I. 


Tue B. F. SrurtevAnt CompANy REORGANIZED; capital in- 
creased from $500,000 to $2,500,000. “The B. F. Sturtevant 
Company, a Massachusetts corporation, with a capital of 
$500,000, has been reorganized and recapitalized. The new 
corporation is organized under Massachusetts laws with 
$1,250,000 6 percent cumulative preferred stock and $1,250,000 
of common stock, and the stock has all been taken by a few 
of the large owners. John Carr, chairman of the board of 
directors of the First National Bank, is president, Eugene N. 
Foss is treasurer, and E. B. Freeman has been elected general 
manager. The increased capitalization represents capital ex- 
penditures during the past year, largely in the erection of a 
new plant in Hyde Park which cost over $1,500,000. The B. F. 
Sturtevant Company has been doing 'a business of about 
$3,000,000 a year.” 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. 
core is made of aspecial oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. 


WHY? 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


The rubber 


It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E. C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake Street 

ST. LOUIS, MO., 218-220 CHestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 
SAN FRANCISCO, CAL., 129-131 ‘First St., OAKLAND 


BOSTON, MASS., 232 Summer STREET 
PITTSBURGH, PA., 913-915 Liserty Avenue 
PORTLAND, ORE., 40 First Street 
SPOKANE, WASH., 163 S. Lincotn STREET 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


SEPTEMBER, 1909. 


Mr. Ray D. Litiiprince has meved his office to 100 Broad- 
way, and has gone into partnership with Mr. William L. 
Rickard. The new firm will devote themselves to technical 
publicity. 

JAmes L. Ropertson & Sons and the Eureka Packing Com- 
pany have removed their offices and warehouse from 48 War- 
ren street to new and more commodious quarters at 78 and 80 
Murray street, New York. 


“Leak-No” Compounp, made by the H. W. Johns-Manville 
Company, 100 William street, New York, is stated by the 
manufacturer to permanently repair leaks in anything made 
of steel and iron, such as cracks in pump cylinders, repairing 
spongy spots in iron castings, making flange unions, etc. 

Mr. C. C. Warts, the well-known punch and shear manufac- 
turer of Cincinnati, has lately made a business connection 
with the Covington Machine Company, Covington, Va., which 
has secured control of his patents on punches, shears and 
elliptical boring and turning machinery. 

Propucer GAs Ourrits ror Motor Boats.—The Page Engi- 
neering Company, manufacturer of gas-power machinery, I13 
East York street, Baltimore, Md., has received the following 
letter from Bar Harbor, Me., from a man who is expecting to 
build a 75-foot cruiser, and whe is only one of many who 
has expressed much interest in producer gas plants: “Every- 
body wants a motor boat, and a good many are planning for 
large motor boats of the cruising type. You ought to publish 
something soon in one of the yachting magazines about your 
expectations in the matter of producer gas. J have mentioned 
it to several, and all say that they are very much interested.” 


Owi1Nc To the provisions of the new British Patent Act, a 
novel and important process of steel making is to be intro- 
duced, by which the production of malleable and weldable 
steel castings is made commercially possible. The process is 
named after the inventor, Bosshardt, and, as it is to be estab- 
lished at Leeds, it is arousing a great deal of interest in the 
steel-producing centers of the North. Prof. J. A. Arnold, 
professor of metallurgy at the Sheffield University, says that 
the material is a remarkable product. He was not aware that 
such a material could be produced so as to forge easily, except 
in the experimental works at the Sheffield University, but 
it is certain that Mr. Bosshardt has made it a commercial 
success. 


BUSINESS NOTES 


GREAT BRITAIN 


THE LARGEST STEEL FLOATING DocK of Norway, built by the 
A. S. Framnees mek. Veerksted, Sandefjord, for the Nylands 
Veerksted, Christiania, was successfully tried at the builders’ 
yard in Sandefjord recently. The principal dimensions are: 
Over-all length over pontoons, 319 feet 85% inches; over-all 
width over pontoons, 86 feet 54 inch; over-all height of side 
wails and pontoons, 33 feet 95% inches; clear width, 61 feet; 
maximum draft of vessel to be docked, 18 feet; height of keel 
blocks, 4 feet; lifting power (maximum), 4,500 tons; time of 
lift (3,500 tons), two hours. The floating dock, which was de- 
signed by Messrs. Clark & Standfield, Victoria street, West- 
minster, London, is of the self-docking, bolted, sectional type, 
known as a specialty of this firm. It is divided into three 
sections by joint chambers, the middle section being rectangu- 
lar in plan, and the two end sections having their outer ex- 
tremities built in the form of a point or bow. The machinery 
consists of three separate installations, one for each section 
of the dock, and each installation is self-contained and capable 
of pumping out its section by itself. The three installations 
are, however, interconnected by means of a common main 
drain, so that any one installation can, when the three sections 
are coupled, empty the whole dock. The power supplied is 
three-phase alternating current at a pressure of 220 volts per 
phase, with a periodicity of 50 per second. There are three 
pump motors, each capable of developing 60-brake horsepower 
continuously when making 418 revolutions per minute. There 
is one motor, developing 5-brake horsepower for driving the 
pump for washing-down service. Four electrically-driven cap- 
stans are fitted on the top deck, each capable of exerting a pull 
of 2 tons at a speed of 45 feet per minute. For the outside 
lighting eight arc lamps, supported by bracket standards on 
the top deck of each wall, are provided, and three portable 
distributing boxes for further outside lighting and portable 
electrically-driven tools. The interior lighting consists of 
pendant lamps and wall plugs, suitably situated. The installa- 
tion of the electrical plant has been supplied by the Aktiesel- 
skabet Norsk Elektrisk and Brown Boveri, Christiania. The 
three discharging pumps, as weil as the pump for washing- 
down service, are of the “Invincible” vertical-spindle pump 
system, and supplied by Messrs. Gwynnes, Ltd., London, E. C. 


STURTEVANT ELECTRIC FANS 


FOR SHIP 
VENTILATION 


represent the perfection 
demanded by the U. S. 
Navy Department Spe- 
cifications. The Sturte- 
vant Fan driven by a 
Sturtevant Motor forms 
the Most Efficient Elec- 
tric Fan in the World. 


B. F. STURTEVANT CoO., Boston, Mass. 


GENERAL OFFICE AND WORKS, 
CHICAGO 


NEW YORK PHILADELPHIA 


MASS. 
LONDON 


HYDE PARK, 
CINCINNATI 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Generating Sets; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


Steam Traps, Steam Turbines ; Etc. 


494 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


SEPTEMBER, 1909. 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 


Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (% penny) per word. 
But no advertisement will be inserted for less than 75 cents (8 shillings). 
Replies can be sent to our care tf desired, and they will be forwarded 
without additional charge. 


Situation wanted by technical graduate on shipboard as 
assistant in engine room. Shipyardand drafting room> ex- 
perience. Address Engine Room, care INTERNATIONAL MARINE 
ENGINEERING. sick f ; 


FIRST-CLASS SALESMAN WANTED. 


A man who understands the engineering side of the 
marine trade and is competent to “develop a new device. 
Excellent salary paid to the right man. ‘Address <*Salesman,”’ 


care INTERNATIONAL Marine ENGINEERING. 


Financial Backing Wanted 


I have built and sold a number of engines which 
have given perfect satisfaction as regards reliability 


and economy. Now I need capital to enlarge my 
business. The engine is two-cycle, open base, runs 
on gasoline (petrol), kerosene or crude oil, and can 
be built up through the highest powers. It isa 
mechanical wonder and sure to pay big profits. 


ADDRESS 
TWO-CY CLE 


Care INTERNATIONAL MARINE ENGINEERING 
17 Battery Place, New York 


JounN Brown & Company, Lrp.—The annual report issued 
by this well-known firm states that the net revenue of this 
company for 1908-9 was £204,897, as compared with £218,405 
for 1907-8, £234,238 for 1906-7, £223,880 for 1905-6, and £198,- 
936 for 1904-5. The dividend for 1908-9 is to be at the rate 
at 7% percent per annum, as compared with Io percent for 
the previous three years, and 834 percent per annum for 1904-5. 
No addition has been made to the reserve fund for the past 
two years, but the amount carried forward this year is £97,060. 
The company suffered during the past twelve months from the 
low price of coal, its colliery results having been disappoint- 
ing. The trials of the first-class cruiser Inflexible, built by the 
company, were satisfactory, and orders have been received 
for a second-class cruiser, three destroyers and the machinery 
and boilers for the first-class cruiser Indefatigable. 


Messrs. WitLtiAM Simons & Company, Lrp., of Renfrew, 
N. B., recently designed a powerful suction hopper dredger, 
fitted with a suction pipe and cutter, which they have styled 
the “Simons.” It embodies some special features, which 
they have protected. It is claimed for these improvements 
that a vessel fitted with them will, in most materials, do the 
same duty as bucket-ladder dredgers. The new dredger has 
not so many parts as this latter type of vessel, for it works 
without upper and lower tumblers and without buckets, links 
and pins, which are liable to wear, and it is expected that the 
new type will be much less costly to maintain and repair. 
Economy in maintenance is naturally of the greatest conse- 
quence, both to contractors and to harbor authorities, who 
have to maintain depths of water in channels and waterways, 
to meet the requirements of the huge ships which are built 
and are building. In addition to dredging material from a 
channel the vessel can carry the material dredged to some 
other point, say, 15 or 20 miles away, and can then lift the 
material out of its hopper and deposit it on shore or over a 
quay wall. 


13 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street. New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison. Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
Bolbec Hall, Westgate Road, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 
NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President —Charles N. Vosburgia, 6323 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 815 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


a 


Tue ITALIAN ARMORED-PLATED CRUISER Amalfi has made 
some satisfactory trial trips. She steamed for twelve con- 
secutive hours at the rate of 21 knots, her engines working up 
to 12,940 horsepower. 


Messrs. TeLrorp, Grier & Mackay, L1p., patent signal lamp 
makers and electrical engineers, of Glasgow, have secured an 
order to suppl y the whole of the British fleet with their new 
patent flashing signal lanterns, which have also been adopted 
by some of the principal shipping companies. The principal 
features of this lamp are: A brilliant light from mineral oil 
without the use of any glass chininey, or “other device to take 
the place of glass chimney; the flashing screen gives full beamr 
of light full depth and length of the lens at each depression of 
the Morse key. 


Messrs. SieMENS Bros., Tyssen street, Dalston, are placing 
on the market a new and exceptionally interesting high- 
voltage “Tantalum” lamp for direct current, which will give 
25-candlepower at an efficiency of 1.7 watts for all voltages 
between 200 and 240. The general appearance is similar to 
that of the 32-candlepower high-voltage “Tantalum” lamp, 
which we think is too well known to need comment. The 
new lamp, which is strong and durable, should be a great boon 
to contractors who have hitherto been faced with the problem 
of supplying private consumers with a comparatively low- 
candlepower lamp, which would burn direct on high-voltage 
supply. The demand for these lamps will most certainly be 
heavy, and large stocks should be laid in as soon as possible. 
Messrs. Siemens Bros. are issuing a new leaflet, 14B, dealing 
exclusively with this lamp, and will be pleased to over-print 
a supply for any electrical contractor or ironmonger on re- 
ceipt of his trade card. 


When writing to advertisers, please mention INTERNATIONAL Marine ENGINEERING. 


International Marine Engineering SEPTEMBER, 1909. 


(— i. US| 
RAINBOW PACHING 


CAN’T 
BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT ECONOMICAL 
Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from 12 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


_16 Warren Street and 88 Chambers Street,:iNew;, YorK 
TEUROPEAN AGENCY :—Carr Bros., Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich.—16-24 Woodward Ave. Indianapolis, Ind.—38-42 South Capitol Ave. Tacoma, Wash.—1316-1318 A Street. 

Chicago, I1l.—202-210 South Water St Omaha, Neb.—1218 Farnam St. Portland, Ore.—27-28 North Front St, 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—15562Wazee St. Vancouver, B. C.—Carral & Alexander Sts. 

San Francisco, Cal.—416-422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS . 

New Orleans, La.—Cor. Common & Tchoup- Waco, Texas—709-711 Austin Ave. Sole European Depot—Anglo-American Rub- 
itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd, 58 Holborn Viaduct, Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. _ don, E. C. E 

Houston, Tex.—113 Main St. Buffalo, N. Y.—379 Washington St. Paris, France—76 Ave. de la Republique. . 

Kansas City, Mo.—1221-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 Mercantile 

Seattle, Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. : 

Philadelphia, Pa.—245-247 Master St. Baltimore, Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6. 

Louisville, Ky.—111-121 West Main St Spokane, Wash.—1016-1018 Railroad Ave Sydney, Australia—270/George St. 


SS I EP EY FL EIT) 
14 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


SEPTEMBER, 1909. International Marine Engineering 


THE BABCOCK & WILCOX CO 


NEW YORK AND LONDON 


Forged Stee! Water Tube Marine Boilers and 


Marine Superheaters 


STRAIGHT TUBES ACCESSIBLE EXPANDED JOINTS 


EESPING WATER TUBE BOILER FOR NAVAL AND MERCHANT MARINE Seavice 
DURABLE ECONOMICAL 
WORKS: 
BAYONNE, NEW JERSEY, U. S. A. RENFREW, SCOTLAND, PAR'S, FRANCB OBERHAUSEN, GERMANY 


of tube ends of 

Surface Conden- 

sers. We want to 

tell you all about 
it. 


GO% THE STAR CONDENSER PACKING TOOL rcs 


MATTESON & DRAKE 59-61 Pearl Street NEW YORK 


STAYBOLTS ARE DANGEROUSLY REDUCED IN 
STRENGTH IN THE PROCESS OF TELL-TALE 
DRILLING. . HOLLOW STAYBOLTS HAVE THE 
TELL-TALE HOLE ROLLED IN THE BAR. 
IN SERVICE RENDERS ABSO' UTE'SAFETY AND 
GREAT ENDURANCE» 


Send for important Falls Hollow Staybolt Co. 
Literature and Prices Cuyahoga Falls, - - Ohio 
STAYBOLT IRON A SPECIALTY 


THE ROBERTS WATER TUBE BOILER 


For High Class Marine Service 


Twenty-five years in use 
and still a success 


STEAMER ASBURY PARK EQUIPPED WITH NINE ROBERTS BOILERS 


THE PIONEER 
BOWLER OW WirS aw 


THE ROBERTS SAFETY WATER TUBE BOILER CO. 


112 and 114 Chestnut Street 
PHONE, 49 RED BANK RED BANK, N. J. 


15 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering SEPTEMBER, 1909. 


Boilers 


INTERNALLY FIRED TYPES 


Centrifugal Pumping We have improved the speed more than two knots per 
hour this season with our propeller wheel, and can im- 


Machinery prove the speed of your boat. 
Write us for prices on new stock engines. 


KINGSFORD FOUNDRY | 
AND MACHINE Worms | | "NEV ENGLND HARNE ENGINE Co 


OSWEGO, N. Y. NOANK, = = CONN. 


MORISON SUSPENSION FURNACES 


FOR MARINE AND LAND BOILERS 


UNEXCELLEB FOR STRENGTH 
REQUIREMENTS. 


MADE TO UNITED STATES, LLOYDS 
BUREAU VERITAS, OR ANY OTHER 


UNIFORM THICKNESS—EASILY CLEANED 


MADE IN THE UNITED STATES BY 


THE CONTINENTAL IRON WORKS 


WEST AND CALYER STREETS NEW YORK (Borough of Brooklyn) 


16 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


Octoser, 1900. International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 


“The Smooth-On Instruction Book,” eighth edition, is 
just off the press, and will be sent free to any reader men- 
tioning this magazine by the Smooth-On Manufacturing 
Company, Jersey City, N. J. This book is fully illustrated, 
and shows many of the different wavs in which Smooth-On 
cements are used. 


Beam shears and coping machines for shipbuilders are two 
new hydraulic tools described in catalogue 74 published by the 
Watson-Stillman Company, 188 Fulton street, New York City. 
These tools were designed with the idea of effecting a large 
saving in the cost of trimming structural steel and plate metal. 
The beam shears cut any steel section up to 15-inch I-beams, 
and may also be used as a hydraulic press when the cutting 
knives are removed. The coping machine will cut: webs, 
flanges or flat metal at any of the odd angles required in ship 
construction. Both of these machines are operated by a simple 
foot pressure and seldom need skilled attention. 


J-M Brickline asbestos firebrick cement, for setting up 
bridge walls and inner courses, is described in illustrated cir- 
culars published by the H. W. Johns-Manville Company. 100 
William street, New York. This is a high refractory cement 
of semi-liquid consistency already prepared for immediate 
application in setting up firebrick in every kind of service. In 
this circular a letter is reproduced from the Iberia Cypress 
Company, Ltd., New Iberia, La., stating that this cement has 
given great satisfaction in the furnaces of the company’s 
steamboat Sadie Downman, where, at the time the letter was 
written, it had -been in constant use for three months. This 
letter goes on to state, “Had we known what this material 
was we should not have lined our furnaces with firebrick, for 
ee the common red brick would have done just as 
well.” 


A catalogue describing the Nash Century steering engine 
will be sent to any of our readers by writing to the Century 
Engineering Company, Ogdensburg, N. Y., and mentioning 
this magazine. This catalogue, just off the press, is full of 
hints and good advice about steering methods and engines. 
“The Nash Century is now recognized among experts as the 
coming device for steering small and medium-sized steam- 
propelled vessels. With this engine the tiller ropes derive their 
Motion directly from a reciprocating piston.. There is no 
clumsy drum; the machine can be swung from beneath a 
beam instead of taking valuable deck space; there are no 
tubbing surfaces under heavy pressure to absorb power and 
wear out quickly; there are no parts that need constant at- 
tention and no parts that are noisy in their action. The first 
cost is less than that of any other gear that will do the same 
work, and the first cost is practically the last. The durability 
of the Nash Century has been proven in service, and it has 
failed to develop any troubles. You can try a Nash Century 
engine free for thirty days. If it does not do what we claim 
send it hack at our expense, and the trial need not cost you 
one cent.” 


The Joseph Dixon Crucible Company has got out a hand- 
somely illustrated crucible hanger. The center piece is a 
realistic foundry scene. Brawny, yare-armed men are seen 
in the red glow of the molding room pouring the molten metal 
from a Dixon crucible into a mold. The illustration is made 
from a photograph, and the picture is true to life in every 
particular. At the top of the hanger is an illustration in black 
and white of the Dixon plant at Jersey City. The Dixon 
factories and offices cover nearly eighty city lots. The other 
illustrations on the hanger show only the Dixon’s products 
that are made especially for foundry and metallurgical pur- 
poses, and consist of crucibles, stirrers, boxes and covers used 
in burning electric light filaments and for case-hardening 
purposes, mufflers and phosphorizers, brazing crucibles, dipping 
cups, skimmers, etc. In the way of printing, there are on the 
hanger some valuable rules for the care and use of crucibles. 
Probably the following letter, received from a well-known 
steel foundry, will show better than anything what users of 
crucibles think of the hanger: “The hanger of panel which 
we received from you was hung in our foundry as you sug- 
gested, and the avidity with which the same was inspected and 
read, also the comments which followed, bear testimony to the 
fact that it had at least interested our men. The hints con- 
tained on the panel brought to the attention of the men in 
this way, we believe, carries much more weight than a great 
deal of our cautioning might do.’’ We shall be very glad to 
send one of the hangers described to anyone interested. Ad- 
dress Joseph Dixon Crucible Company, Jersey City, N. J. 


Talks to the Engineer 


In the following issues of 
International Marine En- 


gineering our advertise- 


ments will be in the form 
of a series of practical 
talks on Packing. These 
talks will be addressed to 
the man most vitally in- 
terested in this subject, 
1. €.—T HE HNGINEER 
—and we believe we have 
something to say about 
packings that will be both 
interesting and instruc- 
tive. 


Look for Talk No, 7. 


Yours for Better Packing, 


H. W. JOHNS-MANVILLE CO. 


Baltimore Dallas Milwaukee Pittsburg 
Boston Detroit Minneapolis San Francisco 
Buffalo Kansas City New Orleans Seattle 
Chicago London New York St. Louis 
Cleveland Los Angeles Philadelphia : 1070 


THE PRODUCER GAS BOAT 
“MARENCING” 


has thoroughly demonstrated that it is a 
success from every point of view. 


As a cruising boat it can scarcely be 
equalled for comfort and convenience. 
The question of safety is important. 
On this boat there is nothing whatever to 
explode. 


In economy of operation this boat 
beats steam fibe times, and gasoline more 


than ten times. It made the trip from 
New York to Albany and back, 275 miles, 


and used about $1.50 Worth of fuel. 


This b.at is now for sale at a bargain. 


Address “ MARENGING” care 
INTERNATIONAL MARINE ENGINEERING 


17 Battery Place, New York 


When wviting to advertisers, please mention INTERNATIONAL MARINE ENGINEERING, 


International Marine Engineering 


Catalogues Wanted.—Mr. Y. D. Kumabe, care Super- 
intendent’s Department, N. Y. K., Kobe, Japan, writes INTER- 
NATIONAL MARINE ENGINEERING that he would be very glad to 
receive catalogues from shipbuilders and engineering works 
in this country. The Nippon Yusen Kaisha is one of the 
largest shipbuilders in Japan. 


Ship and yacht owners, builders and nayal architects should 
write A. B. Sands & Son Company, 20 Vesey street, New 
York, for this company’s handsome catalogue of marine 
plumbing and fixtures. A free copy will be sent to every one 
of our readers who will mention INTERNATIONAL MARINE EN- 
GINEERING. 


An improved annular steam jet is described in circulars 
published by H. Bloomsburg & Company, 425 North Carey 
street, Baltimore, Md., and the claim is made that this device 
is showing remarkable results in increasing the power of 
tugboats for speed or towing. 


Piston rod and sheet packings are described in a hand- 
somely illustrated catalogue published by the New York Belt- 
ing & Packing Company, Ltd., 91 Chambers street, New York 
City. This company makes all styles of packing for every 
purpose, and a free copy of the catalogue will be sent to any 
of our readers upon application. 


Chapter XVI. of “The Preventing of Corrosion on Steam 
Machinery,” by W. H. Wakeman, appears in the September 
issue of Graphite, published by the Joseph Dixon Crucible 
Company, Jersey City, N. J. This is one of several articles of 
interest to users of lubricants, and anyone interested will be 
placed on the free mailing list by writing to the company and 
mentioning this magazine. 


“The Boat Industry” is the title of Bulletin No. 28 issued 
by the Carbolineum Wood Preserving Company, New York, 
Milwaukee and Portland, Ore. This bulletin is published in 
the interests of Carbolineum, which is a preparation designed 
as a wood preservative, to protect against teredoes and to pre- 
vent the rotting and decaying of ships’ hulls, barges, piers, 
piling, ete. 


The Reeves Compound and single-cylinder steam engines 
are the subject of Bulletin No. 7, issued by the Trenton En- 
gine Company, Trenton, N. J. This catalogue is fully illus- 
trated, and gives a concise description of Reeves engines and 
of the advantages claimed for them. These engines are de- 
signed for direct connection to centrifugal pumps, electric light 
plants, etc. 


Adamantine threading tools are the subject of the 1909 
catalogue of the American Tap & Die Company, Greenfield. 
Mass. Especially noticeable is this company’s line of screw 
plates, for which the claim is made that they have been 
brought up to the highest state of perfection as to utility, light- 
ness, finish and strength. Readers of the catalogue will 
observe the head and foot notes relating to each illustration. 
These notes are short and to the point. 


Steel plate ranges for marine use are described and illus- 
trated in a 100-page catalogue published by Hutchinson Bros., 
116 North Howard street, Baltimore, Md. Amone the steam- 
ship ranges illustrated in this catalogue is a steel plate galley 
tange 7 feet 6 inches long, 39 inches deep, with two fires and 
two ovens. The ovens are 28 by 18 by 16. This range is sup- 
plied with guard rails, cross bars, feet and steel flues and 
with side braces and rods to bolt to the floor. 


A new chain pipe vise is described in 1909 catalogue E 
published by J. H. Williams & Company, Brooklyn, N. Y. 
This chain wrench is very compact, when folded occupying a 
space of only 6 by 8 by 8. The action is particularly rapid; 
the grip is positive, non-crushing, and always renewable by 
filing the teeth; the chain hugs the pipe half-way round and 
can’t crush. The jaws are all wrought steel, drop-forged, saw- 
tempered, with hand-made “Vulcan” chain pipe wrench chains. 
The parts are all warranted and interchangeable. 


Punching and shearing machines, universal boiler makers’ 
tools, rolls, ete., are described in a new illustrated catalogue 
published by the Covington Machine Company, Covington, 
Va. The company calls special attention to the two-speed 
gear arrangement shown on pages 8 and 9, to the automatic 
stop without springs shown on page 11. to the universal plate, 
har and angle shears on pages 14 to 18: the same shear com. 
bined with a punch, pages 20 to 21: elliptical boring, turning, 
etc., machine, pages 22 to 24, and a few useful notes on 
punches and shears on page 27. The Covington Machine 
Company has recently made arrangements with Mr. C. C 
Wais, of Cincinnati, the well-known manufacturer of punch- 
ing and shearing machines, to take over his entire line of 
tools. 


OcTOBER, 1909. 


Engineers’ Taper, Wire & Thickness Gage 


No. 245 


THE L.S.STARR 
= ATHOLM! ain 245 


ae 
cle io ws 


This gage is especially designed for the use of marine engineers, ma- 
chinists and others desiring a set of gages in compact form. 

The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
side, and on the reverse side is graduated as a rule three inches of its 
length, reading in 8ths and 16ths of an inch. 

The wire gage, English Standard, shows on one side sizes numbered from 
19 to 36, with two extra slots, one 1-16, the other % of an inch, and on 
the reverse side shows the decimal equivalents expressed in thousandths. 
This gage has also 9 thickness or feeler gage leaves, approximately 4 
inches long, of the following thicknesses: -002, .003, .004, .006, .008, .010, 
,012, .015 and 1-16th of an inch, all folded within the case, which is 4% 
inches long, convenient to handle or to carry in the pocket. 


Price, each, $3.50 Catalogue 18-L Free. 


THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


London Warehouse, 36 and 37 Upper Thames St., E. C. 


The Powell Pilot Brass Mounted or All 
Iron Gate Valve A Double Disk Iron body 


Gate Valve for medium 
pressures. The body is 
strong and compact with 
heavy lugs carrying stud 
bolts E. The stud holes in 
lug of bonnet cap A, being 
accurately drilled to tem- 
plate, perniits the valve to 
be assembled any old way. 
No matter how you handle 
it after taking apart, it 
always fits. 

The Double Brass Disks 
nade adjustable by ball and 
socket back, are hung in re- 
cesses to the collar on the 
lower end of the stem. Stem 
is cut to a true Acme 
thread, the best for wear. 

The Powell Pilot Gate 
Valve is also made ALL 
IRON. For the contro] of 
cyanide solutions, acids, am- 
monia and other fluids that 
attack brass, it has no equal. 

Send for special circular. 


IF YOUR jobber does not have 
them in stock==ask us who does 


EA Wn. PowELL Co. 


THE] 


© DEPENDABLE ENGINEERING SPECIALTIES. 


CINCINNATI 


PHILADELPHIA: 518 Arch St. NEW YORK: 254 Canal St. 
BOSTON: 238-45 Causeway 


When writing to advertisers, please mention INTERNATIONAL MarINE ENGINEERING. 


OcrToBER, 1909. International Marine Engineering 


DIXON’S FLAKE GRAPHITE 


ON SHIPBOARD 


For lubricating cylinders, bear- 
ings, gears, and all friction surfaces, 
Dixon’s Flake Graphite is safely 
used. It provides a_ lubricating 
service impossible to oil or grease 
alone, and yet it has no detrimental 
effect on boilers. Write us about it. 


JOSEPH DIXON CRUCIBLE CO. 


JERSEY CITY, N. J. 


JEFFERY’S SPECIAL MARINE CANOE GLUE 


Waterproot 


Any puncture or leak in boat or canoe can be repaired in five 
minutes. It is as valuable to a canoeist as a repair kit toa bicyclist 
or automobilist. Friction top emergency cans, 25 cts. each; by mail, 
3O cts. For sale by all Sporting Goods, Yacht and Boat Supply 
Houses. Send for samples, specimens, circulars, directions for use, etc. 


L. W. FERDINAND & CO., 201 South Street, Boston, Mass. 


PATENT 


That Invention 


For information how to do it 
inquire of Delbert H. Decker, 
goo F St., Washington, D. C. 
24 years’ experience in Patent 
and Trade Maker Matters. 


THE CRANE 
IMPROVED PATENT 
WHEEL PULLER 


For Removing Fly Wheels, 
Cams, Gears, Propellers, 
Etc. 


Send for Catalog and Prices to 


CRANE PULLER 
COMPANY 


15 HARVARD AVENUE 
ALLSTON, MASS. 


9 


“Steel vs. Iron Boiler Tubes” is the title of circulars which 
the National Tube Company, Frick building, Pittsburg, Pa., is 
sending out. “In commending these tubes to you we do so 
with absolute confidence. Lap-welded Spellerized tubes are 
not in their experimental stage. We have used them. in our 
own boilers and locomotives; and, furthermore, severe tests, 
conducted by many of the leading railway systems in this 
country for a period extending two and a half years back, 
have clearly demonstrated the superiority in every way of 
Spellerized tubes over charcoal-iron tubes. Shelby seamless 
tubes have been known to the trade for years; consequently 
little, if anything, need be said regarding their quality. We 
commend them to those who prefer a seamless tube very soft, 
ductile and smooth and drawn accurately to size and gage. 
There are railroads in certain districts which use nothing but 
seamless tubes, and quite a few use seamless safe ends entirely 
in the fire-box end of locomotive boilers. Further than this 
we would say that the United States Government considers 
the boilers in war vessels of such vital importance that nothing 
but seamless tubes are used. Even seamless tubes, on which 
the cost of production is rather high, on account of the many 
necessary passes over the draw-bench, are no higher in price 
than the knobbled charcoal-iron tubes; in fact, seamless tubes 
are sold at about the same price. The steel tube is rapidly re- 
placing the charcoal iron, on account of quality and price, and 
foreseeing this we have discontinued the manufacture of iron 
tubes entirely. We are satisfied that either lap-welded Spel- 
lerized or Shelby cold-drawn seamless steel tubes will give 
better service at a decreased cost.” 

Refrigerating and ice-making machinery is the subject of 
catalogue published by the Brown-Cochran Company, Lorain, 
Ohio. “Mechanical refrigeration is a branch of engineering 
familiar to many, but understood by few. To the many we 
explain briefly, that all refrigerating machines may be classi- 
fied in three groups: those employing air as a refrigerant ; 
those employing the mechanical phenomena of absorption and 
solution, and those using a liquefiable gas. The air machine is 
clean and odorless, and is somewhat in use on shipboard ; 
but its enormous size, weight and cost and large consumption 
of power are serious drawbacks to its wider use. ‘The ab- 
sorption machine is very complicated, liable to destruction, 
corrosion of parts, and entirely unsuited to small plants or 
unskilled attendants. Its agent is ammonia, which has a pun- 
gent and penetrating odor, that in many cases of slight de- 
rangement of apparatus pervades the entire building, driving 
guests from hotels, destroving articles of food in storage, and, 
more dangerous ‘yet, injuring and suffocating workmen. 
Further, it requires more water for condensing purposes than 
does any other type. The liquefiable gas machine is the most 
efficient, the simplest and most convenient. The only serious 
objection to it is the general use of ammonia, sulphur dioxide 
and ether, all poisonous and vile-smelling gases, some cor- 
rosive to common metals, such as copper and brass, and all 
dangerous to life and property. These require special con- 
structions of a complicated nature to prevent serious dis- 
comfort or disaster from slight leakage. The one gas not 
liable to these objections—carbon dioxide—was not success- 
fully employed in refrigerating machines until the present type 
of ammonia machines was well established: so that to-day this 
perfectly non-corrosive, odorless and harmless gas is to most 
men a new thing for refrigerating purposes.” 


TRADE PUBLICATIONS 


GREAT BRITAIN 


The Consolidated Pneumatic Tool Company, Ltd., Palace 
Chambers, 9 Bridge street, Westminster, S. W. A new edition 
of their catalogue has been published, dealing with electric 
tools of all kinds. Among the newer types of tools which the 
company now supplies is a three-speed pillar drill, also a new 
type of side-spindle corner drill. Both of these are fully de- 
scribed in the catalogue. 


Applebys, Ltd., 58 Victoria street, Westminster, S. W. 
Steel Work Plant is the title of an excellent pamphlet issued 
by this company. It gives details of their blast furnace charg- 
ing machines, a special five-motor electric ingot crane, a mag- 
netic lifting overhead traveling crane, a 100-ton electric ladle 
crane, an 80-ton electric ladle crane, an electric foundry or 
forge crane, a three-motor overhead traveling crane, open- 
hearth electric charging machines, a 3-ton steam cantilever 
tower crane, electric ingot rotating gear for forge cranes, etc. 
Excellent illustrations are given and a full description of each 
specialty. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


OCTOBER, 19009. 


Weldless Chains, Ltd., Gartsherrie, Coatbridge. Pamphlet 
No. 5 has lately been issued dealing with their universal chain 
adjuster for shortening, joining or adjusting the length of 
chains and slings. The list gives prices and full particulars. 

Cowans, Sheldon & Company, Ltd., 3 Victoria street, 
Westminster, S. W. A new edition of this company’s cata- 
logue of iifting machinery, etc., has been issued. It is an ex- 
cellently got-up book, containing 160 large pages, and there 
are a large number of illustrations. The company make a 
special feature of electrically-operated cranes of all types, in 
addition to those operated by hand, steam, hydraulic power 
and air. 

Schmidt’s Superheater Company, Ltd., 28 Victoria street, 
Westminster, London. A very attractive pamphlet on the gen- 
eration and use of superheated steam in marine practice has 
been sent out by this company. Also a list of vessels which 
have been fitted with the Schmidt superheater. From the latter 
we see that 142 vessels are using superheated steam on the 
Schmidt system, and forty vessels in the course of construc- 
tion are to be fitted with it. 


BUSINESS NOTES 


AMERICA 


PropUCER-GAS ENGINES.—lThe Page Engineering Company, 
Baltimore, Md., well known as builders of the Oriole engine, 
announce an exclusive arrangement for the manufacture of 
the Straub (patented) scavenging two-cycle marine engines 
in powers from 25 to 200 horsepower. ‘This engine is offered 
for service either on gasoline or producer gas. ‘““The ayerage 
two or four-cycle engine is in a great many ways not adapted 
for service on producer gas, and a large number of four- 
cycle engines on the market which might be arranged for 
service on producer gas would occupy considerably more space 
with the gas producer in most boats. The cost of the pro- 
ducer equipment would increase the cost of the complete :n- 
stallation from 30 to 50 berceny, and at the same time there 
would be a reduction of about 20 percent of the gasoline-brake 
horsepower rating of this same size engine. In the aggregate, 
the purchaser is confronted with a proposition which means 
greater cost, more space and weight for the producer equip- 
ment with the four-cycle engines now on the market. To meet 
these objections, the Straub scavenging two-cycle marine 
engines have been under development for six years, the result 
being an engine which in economy equals the best four-cycle 
type, and a great reduction in space, weight and first cost; so 
much so as to make the proposition a practical one for all 
types of seagoing yachts, auxiliary craft and commercial boats. 
While it is not possible to go into a full description of this 
remarkable engine in the space allowed, it certainly is the 
marine engine development of the decade. The word scaveng- 
ing indicates immediately that while this engine falls under the 
definition of two cycle, taking an explosion every revolution, 
it has nothing in common with the regular line of two-cycle 
engines now on the market. The burnt gases are completely 
scavenged or blown out before the charge is introduced, and 
the latter is so timed that none of it is wasted through the 
exhaust port. This gives a clean, sweet charge of tremendous 
power and efhciency. For producer gas a compression of 150 
pounds is carried, ‘and to meet the strain thus set up in the 
engine the base bearings and all working parts are of unusual 
strength and dimensions. It is evident from the foregoing 
brief description that the same engine, with a reduced com- 


erent 
J. & EE. HALL Ltd. 


(ESTABLISHED 


"THE PHOSPHOR— 1 


— BRONZE CO. LID. 


Sole Makers of the following ALLOY : 


1 PHOSPHOR BRONZE. 


““Cog Wheel Brand” and ‘‘ Vulcan Bran? ”’ 
Ingots, Castings, Plates, Strip, Bars, etc. 


PHOSPHOR TIN AND PHOSPHOR COPPER. 


““Cog Wheel Brand.” The best qualities made 


WHITE ANTI-FRICTION METALS : 
PLASTIC WHITE METAL. 


The best filling and lining Metal in the market 


BABBIT?’S METAL. 


“Vulcan Brand.’’ Nine Grades. 


© PHOSPHOR ” WHITE LINING METAL. 


Superior | to Best Wh'te Brass No. 2, for lining 
Marine Engine Bearings, &c. 


“WHITE ANT” METAL, No. 1. (Best Magnolia). 


Cheaper than any Babbitt’s. 


87, SUMNER STREET, SOUTHWARK, 
LONDON, S.E. 


Telephone No.: 

557 Hop. Le 
pression to 85 pounds, makes an ideal gasoline engine wherever 
space cannot be provided for the producer. Here, again, equal 
economy to the best four-cycle types is obtained with a very 
considerable saving in weight and space, first cost and repairs. 
We are sure that the trade - will follow with very much interest 
the development of the marketing of this new type of engine. 
In the meantime full information can be obtained by writing 
to the Page Engineering Company, 113-121 East York street, 
Baltimore, Md. * 


“Vulcan Brand.” 


Telegraphic Address: 


““PHOSBRONZE, LONDON.” 


VESSELS CLASSED AND RATED by the American Bureau of 
Shipping, 66 Beaver street, New York, in the Record of 
American and Foreign Shipping: American screw, Iroquois; 
American screw, General E. O. C. Ord; American screw, 
Mars; American screw, Lassell; American screw, Danville; 
American screw, Evelyn; American screw, Jean; American 
screw, Kansas City; American screw, Pennsylvania; British 
schooner, Mina German; American schooner, Florence How- 
ard; American tern, Margaret B. Roper; American tern, 
Bradford C. French, and British tern, Omega. 


1785) 


23, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS or CARBONIC ANHYDRIDE (CO.) 


REFRIGERATING MACHINERY 


REPEAT INSTALLATIONS SUPPLIED TO 
BRITISH ADMIRALTY : 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Co. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 47 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 


When writing io advertisers, please mention INTERNATIONAL MARINE ENGINEERING, 


OCTOBER, 1909. International Marine Engineering 


THE CLevELAND Steet Toot Company, Cleveland, Ohio, re- facturers’ Publicity Corporation. ’ 
quests us to state that it has entered suit in the United States ANY ENGINEER CAN SECURE ABSOLUTELY FREE, express charges 
Circuit Court against the Cleveland Punch & Shear Works ie ey ox ? eat ats Bi ; 
Company and W. D. Sayle, of Cleveland, Ohio, in connection 
with patents on rolled-head punches and split sleeves. 


paid, a large can of Keystone grease, a heavy brass grease cup, 
and an engineer's collapsible lunch box, by writing to the Key- 
stone Lubricating Company, Department V, Phil: adelphia, Pa., 


Boston now has the largest pier for commercial purposes on and stating that he saw the offer in INTERNATIONAL MARINE 
the Atlantic coast. It is 780 feet long and 240 feet wide, and ENGINEERING. 
is occupied by the Cunard Line. This pier is one of several THe IDEAL PUMP GOVERNOR on the Mauretania and Lusitania. 
to be provided at the East Boston terminal of the Boston & The Ideal Automatic Manufacturing Company, 125 Watts 
Albany Railroad, and was built for the New York Central & | street, New York City, writes us that its pump governors have 
Hudson River Railroad, which leases and operates the Boston maintained 700 pounds pressure on the watertight bulkhead 
& Albany. The New York Central is also building another | doors of both these ships ever since they were placed in 
pier east of this which be a little larger. It will be finished commission, and that they are still at it, no repairs having been 
next January, and will be occupied by the Leyland Line. necessary at any time. 

“HAVE YOU A BROKEN PIECE OF MACHINERY?” is the question AMONG THE ADVANTAGES Claimed for the wire rope made by 
asked by the Oxy-Carbi Company, 516 Orchard street, New the Durable Wire Rope Company, 28 Atlantic avenue, Boston, 
Haven, Conn. This concern does “oxy-acetylene welding in Mass., are that it will not rust or dry rot, will not freeze, is 
soft steel, semi-steel, cast iron, copper, brass, aluminum, always pliable, occupies but small space, is as flexible as 
bronze, etc. We rectify errors in pattern making, alter cast- manila, and will not cut sheaves. This wire rope is made 
ings with the same metal for refinishing, add on stock to any especially for mooring lines, towing hawsers, tiller ropes, 
piece in any shape. Broken engine cylinders, I-beams, axles, rigging, ete. 
automobile frames, teeth in gears and sprockets, expensive THE HIGH VACUUM APPARATUS used with surface and jet 
machine parts of all descriptions, metal statuary, water backs, condensers, made by the C. H. Wheeler Manufacturing Com- 
boilers, etc., repaired. There is a wide range in repair and pany, Philadelphia, Pa., is said to be especially adapted to 


= - S Ties + oY . 7 5 5 
new work. We build tank ks of steel, copper _ brass, aluminum marine work.. The Pratt patent rotrex pump is guaranteed to 
in any shape with welded joints. Welded branches in tubing produce a vacuum within 4 inch of the barometer, and owing 


never loosen with yibration or heat. We also do brazing.” to the compact design and elimination of valves and other 
For THE PURPOSE of forming an organization of wider scope working parts necessary with the ordinary types of air pumps, 
and greater strength, Benjamin R. Western and W. Hull | ‘t occupies less space and requires less power to operate, while, 
Western, until Aug. I, 1909, respectively proprietor and man- according to the manufacturer, the initial cost is lower than 
ager of the Mlevayniexsnnrcorns Advertising Bureau, 237 Broad- that of any other vacuum pump on the market. 
way, New York, and Walter Mueller and W. H. Denney, until | AMoNG THE NEW EXHIBITORS in the Philadelphia Bourse are 
Aug. I, 1909, respectively president and treasurer of the the following: L. J. Wing Manufacturing Company, New 
Banning Company, 225 Fifth avenue, New York, have organ- York, fans and boiler room equipments; Brown & Sharpe 
ized the Manufacturers’ Publicity Corporation. The officers Manufacturing Company, tools; August Mietz, New York, 
of the corporation are Benjamin R. Western, president; gas and oil engines; De La Vergne Machine Company, New 
Walter Mueller, vice-president and general manager; W. H. York, gas and oil engines and refrigerating and ice-making 
Denney, treasurer, and W. Hull Western, secretary. The machines; Hires Engineering Company, Philadelphia, Pa., 


offices are located at the Hudson Terminal building, 30 Church steam pumps; John G. Horton, Philadelphia, Pa., patent bar- 
street, New York; telephones, Cortlandt, 475 and 476. The rels and by-products; Trenton Engine Company, Trenton, N. 
advertising interests of the clients heretofore directed by the J., steam and gas engines; American Diagraph Company, St. 
aforementioned will. henceforth be in charge of the Manu- Louis, Mo., stencil-cutting machines. 


OBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


Because it is the only one constructed on correct principles. The rubber 


WHY ? core is made ofa special oil and heat resisting compound covered with 
¢ duck, the outer covering being fine asbestos. It will not score the rod 


or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E.C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake Street BOSTON, MASS., 232 Summer STREET 
ST.LOUIS, MO., 218-220 Cuestnut STREET PITTSBURGH, PA., 913-915 Liserty Avenue 
PHILADELPHIA, PA., 118-120 NortH 87TH StREET PORTLAND, ORE., 40 First StREET 

SAN FRANCISCO, CAL., 129-131 First St., OaKLand SPOKANE, WASH., 163 S. Lincotn StReEET 


11 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


OCTOBER, 1909. 


Ture NationaL Motor Boat SHow will be held at Madison 
Square Garden, New York, Feb. 19 to Feb. 26, 1910. Cor- 
respondence should be addressed to J. A. H. Dressel, 138 West 
Forty-second street, New York. 

A SOUVENIR WATCH Fos will be sent free to any of our 
readers who mention INTERNATIONAL MARINE ENGINEERING, by 
writing to the Lindholm Metal Stamping Company, Depart- 
ment K, Camden, N. J. This company makes the well-known 
Lindholf grease cups. These are stamped and drawn from 
heavy-gage sheet steel or brass, and the claim is made that 
they combine lightness with a toughness that resists every 
strain and shock. 


For Marine Propucer-GAas PLAnts.—Any of our readers 
looking for gas engines suitable for use with marine gas 
producer plants should write the Clifton Motor, Works, 234 
East Clifton avenue, Cincinnati, Ohio. This concern makes 
a heavy-duty, four-cycle, 3 to 80-horsepower engine which 
is designed especially for such use. 

A NEW BEARING has been placed on the market by the New 
York Oilless Bearing Company, 123 Liberty street, New York 
City. In designing this bearing the manufacturer had in mind 
the elimination of friction, thus insuring a great saving in 
power and increase of capacity and also the elimination of 
oil; besides which, owing to the simplicity of arrangement of 
the roller-wheel bearing, the old trouble of slip and wear is 
said to be avoided. These bearings are also dust proof. 


BUSINESS NOTES 


GREAT BRITAIN 


A JapAn-BritisH Exurertion will be held in London in 
1910 at the “Great White City,” Shepherd’s Bush. This will be 
the first great exhibition of Japanese products ever held in 
Europe, and therefore cannot fail to arouse world-wide in- 
terest. 


Messrs. Croster, STEPHENS & Company, 2 Collingwood 
street, Newcastle-on-Tyne, exhibited in Toronto, at the 
Canadian National Exhibit, held Aug. 28 to Sept. 13, specimens 
of the company’s “Cromil” polygon shaping machines and 
“Cromil” polygon grinding machines, besides a large line of 
other tools. 


THE “PIONEER” PATENT OIL SEPARATOR for the separation of 
oil and lubricating grease from exhaust steam, is made by 
David Bridge & Company, Castleton Iron Works, Castleton, 
Manchester. This separator is stated to be perfectly auto- 
matic, to have no parts which can get out of order, to be 
extremely simple in design. 

Pump MacHINERY For New Prange ar ALEXANDRA Docks, 
Newport.—The.contract for one of the most interesting pump- 
ing plants has just been settled, that for the Newport Docks 
Company for their new Alexandra docks. The pumping plant 
proper consists of two main pumps, coupled direct to two 
triple-expansion steam engines, two separate 500-kilowatt gen- 
erating sets being installed for lighting and power purposes. 
These pumps will be capable, when working simultaneously, 
of pumping 50,000,cc0 gallons of water from the River Usk 
into the dock extension in a period of five hours, the average 
quantity of water delivered during this period by one pump 
being 80,000 gallons per minute. Owing to the big quantities 
and comparatively low heads the pumps are dealing with, the 
average speed will be 90 revolutions per minute. The same 
pumps will be used for emptying the graving dock which will 
be built at a future date. In this case the pumps will work 
against a total head of 42 feet, and will each deliver an 
average quantity of 100,000 gallons per minute, running at 
speeds varying from 90 to 120. The maximum power re- 
quired by each pump during this period will be between 1,100 
and 1,200-brake horsepower, from which data it will be seen 
that the pumps will be the biggest dock pumps hitherto built. 
Two schemes differing in principle have been carefully weighed 
with regard to this pumping plant. The question was whether 
the pumps should be driven direct by steam engines or 
whether electrically-driven pumps should be installed, and it 
was decided that the direct steam-driven pumps would give 
much greater economy under the existing conditions. This is 
due to the fact that steam engines are more adaptable to the 
different loads at the respective speeds which must be pro- 
vided for in view of the varying heads against which the 
centrifugal pumps have to work. The main contractors for 
the whole of the scheme are Messrs. Cole, Marchent & Morley, 
of Bradford, while the pumps are being built to the designs 
of Messrs. Jens Orten-Boving & Company, of 914 Union Court, 
Old Broad street, London, E. C., by Messrs. Willans & Robin- 
son, of Rugby. 


STURTEVANT ELECTRIC FANS 


FOR SHIP 
VENTILATION 


represent the perfection 
demanded by the U. S. 
Navy Department Spe- 
cifications. | The Sturte- 
vant Fan driven by a 
Sturtevant Motor forms 
the Most Efficient Elec- 
tric Fan in the World. 


B. F. STURTEVANT CoO., Boston, Mass. 


GENERAL OFFICE AND WORKS, HYDE PARKH, MASS. 


NEW YORK PHILADELPHIA 


CHICAGO 


CINCINNATI LONDON 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Generating Sets; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


Steam Traps, Steam Turbines ; Etc. 


494 


y 
When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


NovEMBER, 1909. International Marine Engineering 


TRADE PUBLICATIONS. 


AMERICA 


The American Blower Company, Detroit, Mich., is dis- 
tributing catalogue 259-E, describing its vertical, enclosed, self- 
oiling engines, ventilating and heating by the blower system, 
mechanical draft apparatus for steam boilers, etc. This cata- 
logue is being reproduced in Spanish and Portuguese for 
Latin-American circulation. 


The B. F. Sturtevant Company, Hyde Park, Mass., has 
ready for distribution a new general catalogue No. 165, show- 
ing its complete line of fans, blowers, dust collecting and con- 
veying systems, fuel economizers, engines, motors, turbines, 
etc. Principal dimensions and other useful information are 
given. Purchasing agents, engineers, superintendents, or any- 
one interested will be supplied on request. 


“A 12-page booklet of envelope size has just been issued by 
the Joseph Dixon Crucible Company, describing its facings for 
various kinds of work. The purchasing agent will be glad to 
know that the listings include prices. Some general informa- 
tion in brief on the proper use of facings, values of different 
kinds, working conditions met in foundry practice, and so 
forth, occurs in the booklet. How a facing actually behaves in 
the mold is accurately described by an analogy to a drop of 
water on a red-hot stove. It is explained how the water itself 
never comes in actual contact with the hot surface—but send 
for the booklet and read all about it. Just address the Joseph 
Dixon Crucible Company, Jersey City, N. J.” 


Morris metallic packing for stationary and marine engines, 
gas engines, locomotives, pumps, air and gas compressors, etc., 
is described in circulars published by H. W. Johns-Manville 
Company, too William street, New York City. This packing 
is made of especially treated soft gray cast iron, which, when 
well lubricated, develops a blue, glazed skin, which is said to 
defy both time and use to wear through, and which is im- 
pervious to the great heat of the high steam pressures now 
used. Morris metallic packing is sold subject to thirty days’ 
trial, and the H. W. Johns-Manville Company will accept its 
return at the end of that time if found defective. The packing 
is also warranted, if accepted after thirty days’ trial, for a 
period of three years from date of installation. 


rs 


heat and condensation 
J b 


Stop 

Firing Your 

Boiler with 

Dollar Bills! 


Hundreds of con- 
cernsare literally firing 
their boilers with dol- 
lar bills in the form of 
coal wasted by loss of 


ecause of uncovered or improperly covered pipes. 

Ordinary pipe coverings are little better than none 
at all, and are only deceiving. You would not think 
of wearing a linen duster to keep warm in zero 
weather. 
coverings on the steam pipes of your plant to pre- 
vent loss of heat. 

Let us “show”? you what we can save you by pro- 
perly covering your pipes. Just write nearest Branch 
to send an expert to examine your plant. 


Then how can you expect “‘linen duster’ 


Write nearest Branch for Booklet 


H. W. JOHNS-MANVILLE CO. 


Manufacturers of Asbestos and Magnesia Products, 
Asbestos Roofings, Packings. Electrical Supplies, Etc. 


NEW YORK CITY 


FIFTY DOLLARS ($50.00) CASH FOR YOUR NAME 


It must be in the mail by noon of November 15th. 
letter promptly, if you want the Fifty Dollars 


Baltimore Dallas Milwaukee Pittsburg 
Boston Detroit Minneapolis San Francisco 
Buffalo Kansas City New Orleans Seattle 
Chicago London New York St. Louis 
Cleveland Los Angeles Philadelphia 735 


|GREEN, HOOK & COMPANY, ING. (wis JE00% sect 


Fill in the coupon herewith—lead pencil will do—or write us a 


WE WILL PAY Fifty Dollars in eash for the name we adopt as a Trade-Mark for our Product, and we are asking you 


to furnish the name 


HISTORY: The Sales Manager, the Chief Inspector, a Chemist and several salesmen of a Boiler Compound Concern whose 
= advertisements you have often seen, decided to supply the Trade with Chemicals of the greatest value for cleaning Boilers, 


= both Stationary and Marine, and at a low cost to the Consumer. 


Each of these men voluntarily resigned their positions, 


and have formed this Company depending upon their practical knowledge and experience for success. 


FACTS: 


This Boiler Compound we are manufacturing in our own Factory sells for Marine use at 25 cents per pound, New York, 


in 5, 10 and 20-gallon kegs'* This is the highly Concentrated Extract to which three parts of water must be added before 
use. For Stationary Boilers, Liquid Compound is sold at 7 cents per pound. 


accustomed to pay, and for more satisfactory Chemicals. 


divided. 
a Steam Boiler is in use. 


Trade-MarkaNamensuggestedmansa triers rics niceii rates ite onsen 
Trade-Mark Name suggested................. 
Name of Firmi where employed .. 


If Marine, what Boat?.......... 


These prices are a little less than you are now 


We send Compound on trial. 


FURTHER FACTS: Now, with a harmonious organization and the most modern Boiler Compound Factory, and the best com- 


bination of Chemicals prepared to suit each case in order to remove Scale, to prevent Corrosion and Pitting, and to neutralize 
the Grease in the Boilers, we want the best Trade name for these Chemicals 


We haye thought of Neptune, Trident, Mercuric, 


etc., but you may have a better suggestion. Send it along and get the $50.00 


Should two or more persons send in the same name, and that name be chosen at a Trade-Mark, the money will be equally 
This offer is open to anygSuperintendent, any Engineer, any Fireman or any Executive who is employed where 


Numbermotabollersainnuscseemnrrincr icra er ie are 


Your Name 


Address........ 


Mail to GREEN, HOOK & COMPANY, INC., HUDSON TERMINAL BUILDING, NEW YORK 


7 


s 


~ 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering _ Novemser, 1909. 


Marine pumps are among the many pumps described and 
illustrated in a handsome catalogue issued by the Union Steam 
Pump Company, Battle Creek, Mich., manufacturer of steam, 
electric and power pumps, condensers and pumping machinery. 


“Solid Wedge vs. Double Discs” is the title of a booklet 
on gate-valve design published by the Nelson Valve Com- 
pany, Chestnut Hill, Philadelphia, Pa’ A free copy of this 
booklet will be sent t o any of our readers who will mention 
this magazine. 


Price List No. 65 has been issued by the Rome Brass & 
Copper Company, Rome, N. Y. This is a very complete list 
of roll and sheet brass and bronze, brass and bronze rods and 
angles, brass and copper tubing, seamless brass tubes, iron 
pipes, etc. Many useful tables are also contained in the cata- 
logue, showing the difference between iron gages, fractions of 
an inch reduced to decimal equivalents, approximate weight 
of copper and brass, iron and steel plates by American gage, 
etc. 


Repairs to broken rudder posts, anchors, engine cylinders, 
etc., made by the Thermit process are illustrated in a booklet 
issued by the Goldschmidt Thermit Company, 90 West Street, 
New York City. The company undertakes by contract the 
repair of broken stern posts, rudder posts, stern frames and 
rudder frames in the United States or Canada, the Thermit 
process permitting such repairs to be made within three days’ 
time without removing the broken part from the vessel. 


Packings made by Morgan & Wright, Detroit, Mich., for 
marine and stationary power plants are described in an illus- 
trated catalogue this company is distributing. These packings 
are made for steam, water, ammonia and all other purposes, a 
special type being provided for each use. The company’s 
“Triangle” cross-expansion piston rod packing is stated to be 
especially useful in uneven stuffing-boxes, where it fills out 
every space, the slightest pressure from a gland causing it to 
expand. 


The Trill Indicator Company, Corry, Pa., has just issued 
an attractive 44-page bocklet describing various types of indi- 
cators. This book also describes the “Faultless” reducing 
motion, Trill planimeter and indicators for high-pressure and 
ammonia work. Besides the description of the apparatus, in- 
teresting discussions are given on numerous cards and the 
causes of various unusual curves pointed out. A method is 
also given for drawing adiabatic and saturation curves. There 
is also a chapter on indicating gas engines, with discussions of 
faulty diagrams and a chapter on indicating compound engines 
and drawing combined cards. 


The Admiral anchor, made by the Baldt Steel Company, 
New Castle, Del., is described in a handsomely illustrated cata- 
logue. just issued, a copy of which will be sent free to any of 
our readers upon application. “The Admiral anchor is Fred 
Baldt, Sr.’s latest patent in stockless anchors, and has been 
on the market since January, 1901. It is noted for its sim- 
plicity of construction and great strength, will take hold with 
both flukes simultaneously, and will not roll from side to side, 
nor will it break the mud going into it, as the flukes are 
parallel wih the shank and make a straight pull. Another great 
advantage is that it will not foul and will house up close to the 
ship’s side in the hawse pipe. This anchor is made in all sizes 
from 40 pounds to 17,000 pounds, and possesses features that 
make it a superior article in stockless anchors, which accounts 
for its rapid rise to popularity. It has been accepted as a 
leading anchor by all the large shipyards in the United States. 
All sizes in stock up to 8,000 pounds.” 


The finished crank shafts and connecting rods made by the 
Standard Connecting Rod Company, Beaver Falls, Pa., are 
the subject of an illustrated catalogue this company has is- 
sued. “For the information of our patrons would state we 
have no stock designs nor sizes to offer. All of our product 
is made to order only from blue prints or detailed drawings 
furnished us, and supplied only finished ready for use. The 
many advantages of this system appeal equally to the largest 
corporation and the smallest manufacturer, as it possesses 
the following points of merit: You can get exactly what you 
desire to meet your special requirements, in any quantity. You 
are relieved of all annoyance, delay and possibility of loss in 
procuring forgings one place and endeavoring to finish them 
in your own shop. You avoid the expense of equipping part of 
your plant with machinery for doing the work, which could 
_ be-tised: to greater profit and advantage. You assume no re- 
sponsibility whatever in the production of these articles other 
than to specify what you want. You get the benefit of our 
years of experience, special facilities and ability. You are 
certain of getting the highest quality of material: most ac- 
curately finished and reliable crankshafts that machinery, 
brains and experience can produce by up-to-date methods.” 


8 


Engineers’ Taper, Wire & Thickness Gage 


Amie all 


This gage is especially designed for the use of marine engineers, ma- 
chinists and others desiring a set of gages in compact form. 

The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
side, and on the reverse side is graduated as a rule three inches of its 
length, reading in 8ths and 16ths of an inch. 

The wire gage, English Standard, shows on one side sizes numbered from 
19 to 36, with two extra slots, one 1-16, the other ¥% of an inch, and on 
the reverse side shows the decimal equivalents expressed in thousandths. 
This gage has also 9 thickness or feeler gage leaves, approximately 4 
inches long, of the following thicknesses: .002, 003, .004, .006, .008, .010, 
;012, .015 and 1-16th of an inch, all folded within the case, which is 4% 
inches long, convenient to handle or to carry in the pocket. 


Price, each, $3.50 Catalogue 18-L Free, 


THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


London Warehouse, 36 and 37 Upper Thames St., E. C. 


lit 


All Engineers 


Should Know 


That the’ Powell 
Automatic 
Injector 


is just the 
machine to 
supply water 
to Boilers ina 
business-like 
manner. 
Working 
parts 
accessible, 
removed for 
examination 
or repairs. 
Tested under 
all possible 
conditions, it 
has a wide 
range of work. 
Send for 
circular telling about 
its best points. Be con- 
vinced by actual test. 


THE A Wm. POWELL Co. 


ay DEPENDABLE ENGINEERING SPECIALTIES. 
CINCINNATI 


PHILADELPHIA: 518 Arch St. NEW YORK: 254 Canal St. 
BOSTON: 238-45 Causeway 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


NovEMBER, 1909. International Marine Engineering 


A SAFE MARINE LUBRICANT 


That clearly describes Dixon’s 
Flake Graphite. It is a true 
lubricant of great endurance, 
and yet is not susceptible to heat 
or cold, acids or alkalies. It has 
no relation to oil or grease. 
Write us about it.. 


JOSEPH DIXON CRUCIBLE CO. 


JERSEY CITY, N. J. 


For Mahogany Decks Use our mahogany colored glue. 
For Waterproofing Canvas, For Covering Decks 
we can now furnish white and yellow as well as black 


JEFFERY’S MARINE GLUE 


For sale by all sporting goods, yachts and boat supply houses 
Send for samples, specimens, circulars, directions for use, etc. 


L. W. FERDINAND & COMPANY 
201 South Street - - - BOSTON, MASS., U.S. A 


The Shipbuilder’s 
Hand Book 


A DIGEST OF THE SEVERAL SHIP 
CLASSIFICATION SOCIETY RULES 


These rules, as published by the several Societies are 
very elaborate, and it requires several volumes to look up 
any one subject. 

In order to have them in convenient form so that any 
subject may be looked up with the least waste of time, there 
has been published a complete digest of said Societies’ Rules 
in book form. 

There are 160 printed pages, printed only on right hand 
pages. The left hand pages are left blank for purposes of 
interlining, additions, or changes in the Rules, or for any 
notes which the user of the book may wish to make. There 
is a complete index. 

The pages are about 8 by 11 inches, and the pook is 
bound with flexible cloth cover, so that it can be folded up 
and put into the pocket. 


PRICE, $3.00 - 12s. Gd. 


INTERNATIONAL MARINE ENGINEERING 


Whitehall Building, 17 Battery Place 
New York City 


Christopher Street, Finsbury Square 
London, E. C. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING.  __ 


A valuable book of high-grade engineering appliances. The 
Lunkenheimer Company, Cincinnati, Ohio, will send a free 
copy of its Red Boow No. 46 to any engineer who will men- 
tion this magazine. The company asks why anyone should 
waste his time hunting through a number of other catalogues 
when by simply consulting the index of this book he can im- 
mediately find what he wants in the line of’ engineering ap- 
pliances of all sorts. 

The result of a test of a Terry steam turbine, by Com- 
mander C. W. Dyson, U. S. N., was published in the Journal 
of the American Society of Naval Engineers in August, 1909, 
and has been reprinted in pamphlet form by the Terry Steam 
Turbine Company, 90 West street, New York City. The 
result of these tests shows that the Terry turbine is especially 
adapted for use in naval and merchant marine service for 
dynamo drive and for forced draft blowers, etc. 


High-speed fans are the subject of illustrated folder No. 
208, published by the Conveying Machinery Company, 120 
Liberty street, New York. The statement is made regarding 
this company’s turbine fans that “Our turbine fan is the out- 
growth of a persistent demand for a high-speed fan which can 
be attached direct to the shaft of a steam turbine or high- 
speed motor. Many attempts have been made to provide:a unit 
of this character with fans as ordinarily constructed, but with- 
out success. The turbine fan, as built by us, is not a new 
machine, it being a development of the Robinson type of 
blowers, which has been extensively used for mine ventila- 
tion for ten years past. The cut of the wheel shown here 
illustrates its design and construction. The curved radial 
main blades have their outer edges projecting beyond the fan 
casing, and are curved forward as well as in the line of travel 
of the air. This not only prevents any spilling of air'or gases 
off these blades, but also eliminates all dead spots in the inlet, 
as the blades gather in the air for their entire length. The 
main blades are attached at their base to a cone-shaped hub, 
with the surface curved to gradually guide the gases to the 
periphery, thus insuring equal density over all parts of 
the delivery of wheel. This curved hub is made tangent 
to a steel plate disc, to which it is securely riveted. The 
annular ring outside the wheel is cut from a steel plate, and 
is in one piece. Between this plate disc and the annular ring 
the auxiliary blades are carried, as shown. It is obvious that 
these wheels can run at approximately as high speeds as a 
motor or a steam turbine, the limit being the conditions of vol- 
ume and pressure of the air at the periphery of the wheel.” 


TRADE PUBLICATIONS 


GREAT BRITAIN | 


The Riley patent vertical watertube boiler, made by Riley. 
Bros., Ltd., Stockton-on-Tees, is described in illustrated circu? 
lars this company is distributing. “This boiler, which is of the 
watertube type, has been designed and patented to meet the! 
demands for a vertical donkey boiler which is simple in con 
struction, reasonable in price, durable, easily cleaned and Te- 
paired and economical in fuel. The shell of the boiler is cylin+ 
drical, and is made up of two plates, the lower one into which 
is placed a circular tube plate and the fire-box, and the upper 
one to which is attached the crown of the boiler and the upper 
tube plate. The space between the tube plates, which is closed 
in by a firebrick back, asbestos-packed doors, and the smoke- 
box, and is the full length of the tubes, forms a large and free 
combustion chamber. The fire-box is of the hemispherical 
form, the products of combustion are led by an’ incline tube 
into the combustion chamber, and after passing at tight angles 
among the small tubes, and being split up by the central tube. 
are then discharged into the smoke-box at low temperature. 
All parts of the boiler are fully accessible for cleaning, the 
occasional use of a steam blast through the casing doors being 
all that is necessary to keep the tubes and tube plates free from 
soot and dust. Every part of the boiler exposed to the hot 
gases is covered with water, and can be easily repaired o 
renewed. All tubes are straight, vertical and of equal length, 
and can be withdrawn into the upper steam and water spacd. 
The boiler is uniform in temperature, has good circulation, a 
large water area for the liberation of steam, low funnel tem! 
perature and high efficiency of heating surface. Easy access to 
the lower end of the tubes and to the fire-box top is obtained 
by means of the large central tubes, which form a passage 
through the combustion chamber. The pressure is safely car- 
ried with the minimum thickness of material. During the test 
of a 5-foot 6-inch diameter boiler (under ordinary workifig 
conditions) 100 pounds of steam was raised in one hour frqin 
cold water. Water evaporated per pound of coal per hotir 
from and at 212 degrees F., 9.1 pounds.” i x 

Sh eames PU ecaras aT BES | 
bot SAR nk OS NS =! 


International Marine Engineering 


NOVEMBER, IQ09. 


A price list of hose for all purposes, vulcanized machine 
belting, rollers, steam packing, rubber gloves and moulded 
goods, and other india rubber goods, has been issued by the 
India Rubber, Gutta Percha & Telegraph Works Company, 
Ltd., Silvertown, E. 


The Birmingham Small Arms Company, Ltd., Spark- 
brook, Birmingham, have brought out a new catalogue of 
engineers’ small tools. Twist drills, solid and adjustable 
reamers, shell-reamers and a variety of milling cutters, angular 
cutters, gear cutters and hobs, and cutters for special purposes 
are described. All the cutting tools are made in both carbon 
and high-speed steels. Taper sockets, cutter arbors, lathe 
mandrels, snap and cylindrical gages, and several pages of 
useful tables complete the list. 

Alley & MacLellan, Ltd.; Glasgow, have just issued an ex- 
cellent little catalogue dealing with their “Sentinel Junior” 
high-speed engines. In the first section it details the uses for 
these engines, followed by a general description, and after this 
the special features are shown. Other sections of the cata- 
logue are devoted to “Sentinel Junior’ dynamo and fan en- 
gines, dimensions, prices and weights of simple and tandem 
compound engines, powers at various pressures of tandem 
compound engines, dynamos for “Sentinel” engines, boilers for 
“Sentinel” engines, larger “Sentinel” engines, etc. Reference 
is also made to the company’s other manufactures. The 
catalogue is admirably illustrated, and, among many other 
illustrations, views are given of the latest extensions to the 
Polmadie works. 


A catalogue published by the Standard Piston Ring & 
Engineering Company, Ltd., Premier Works, Don Road, Shef- 
field, states that the spring of the piston ring manufactured by 
this company combines the necessary vertical and lateral ac- 
tions better than any spring which has been put before engi- 
neers. “Notice the large amount of bearing surface on the 
springs acting on the piston ring flanges. These springs pro- 
duce the maximum amount of vertical pressure against the 
piston flanges—just where it is wanted—enabling the rings to 
be worked at the very highest pressures and speeds. They 


have liberal bearing surfaces, can be adjusted to a nicety, and 


may be relied on to keep the ring steam tight with the mini- 
mum amount of friction on the cylinder walls. Their action 
is simplicity itself, and as there is nothing to get out of order 
they will last an indefinite period.” 


The Carbon Cement Company, Ltd., 148 St. James’ street, 
Kinning Park, Glasgow, is distributing circulars describing its 
boiler and pipe coverers. This concern manufactures all kinds 
of non-conducting materials, and makes estimates for covering 
boilers, cylinders, steam pipes, etc. Especial attention is di- 
rected to light-weight cements for light-draft steamers, which 
are stated to be unsurpassed for high, non-conducting prop- 
erties, great durability and lowest specific gravity. 


Laurence, Scott & Company, Gothic Works, Norwich, have 
published a list of adjustable speed motors which the com- 
pany has got out particularly for the use of machine-tool 
makers, having specialized for some years past in adjustable 
speed motors for direct-driven tools. These motors are some- 
times called variable speed motors, but Laurence, Scott & 
Company prefer the word adjustable, as the word variable also 
applies to series-wound motors, in which the speed varies 
automatically with the power. 


Lancaster & Tonge, the Lancaster Works, Pendleton, 
Manchester, have issued a circular dealing with limit piston 
rings. A projection on each ring of a pair fits into a cor- 
responding recess in its fellow ring. The rings are turned to 
cylinder gage, and the projections and recesses fitted, after © 
which the rings are cut through at the projection. The recess 
prevents the rings from opening out beyond the size. The 
excellent qualities of these rings will be judged from the fact 
that in one instance, where an engine required piston rings 
every few weeks, with the Lancaster no adjustment was neces- 
sary after three years. 


Campbells & Hunter, Ltd. Dolphin Foundry, Saynor 
Road, Leeds, have issued a circular. dealing with horizontal 
drilling, tapping and staying machines for marine boilers. 
The spindle is carried by a balanced saddle on a vertical col- 
umn, which has a transverse horizontal motion on the bed of 
the machine. The saddle can be raised and lowéred and 
canted, the swiveling motion being controlled automatically, 
so that the spindle always points to the center of the boiler. 
Stay holes in boiler backs, through both shell and combustion 
chamber plates, can be drilled and tapped by these machines, 
and they are also used for screwing the stays into position. 
and also for tapping stay-tube holes through both plates a: 
once, and screwing in the tubes. Double-column machines are 
supplied, each column being independently driven. : 


Speed, 28 Knots. 700 Tons. 


exceeded the required speed. 


General Office and Works, Hyde Park, Mass. - 


Successful Trip September, 1909. 


The proper design and construction of fans for exacting work requires expert -knowledge. 
As an example, the forced draft fans of the destroyer “Smith” on the first trial went to 
pieces, and when reconstructed of sufficient strength, failed to supply the necessary draft to 
give the ship the required speed. It was then found necessary to call on this company for 
fans to do the work, and our apparatus in the first trial showed no vibration, and the ship 


The B. F. Sturtevant Company has the largest force of experienced engineers in fan practice in the world, 
and are at your call to give you specifications for correct fan service. 


3 BU STURTEVANT COM BOSIONNV Sse as 


Branch Offices or Representatives in all Large Cities 77 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


NovemBER, 1909. International Marine Engineering 


THE SUBMARINE SIGNAL Company, 88 Broad street, Boston, 

BUSINESS NOTES Mass., states in Bulletin No. 35 that the company has recently 

AMERICA received an order from the United States navy for the equip- 

ment with receiving apparatus of fourteen ships, and for the 

equipment with sending and receiving apparatus of fourteen 

Tue Lepanon Cuain Works, Lebanon, Pa., on Sept. 21 | submarine boats. This makes a total of fifty-one United States 
received orders for chain from the Lighthouse Department as | naval vessels already equipped with these submarine signals. 


follows: Lot No. 1, chain for buoys, 350,000 pounds; lot No. THE GENERAL ELECTRIC COMPANY reports very gratifying 
2, chain for buoys, 430,000 pounds; lot No. 3, chain for light sales of tantalum lamps. “The sales of this lamp are more 
vessels, 300,000 pounds; lot No. 5, bride chains, fifteen, com- | than double what they were a year ago, and the lamp appears 
plete. Also lately received order for two lots of chain for the | to be sharing with the demand for high-efficiency lamps 
Panama Canal. created by the introduction of tungsten lamps. The tantalum 


Tuer NaAsn-CENTURY STEERING ENGINE was invented by a | lamp, as at present supplied, is giving most excellent life ser- 
marine engineer who set about to improve on the steering | vice. Contrary to general belief, these lamps will give good 
devices in use. “There are certain faults in engines of the | commercial life on alternating current of 60 cycles or less. 


two-cylinder type which manufacturers do not seem able to [heir life on this frequency will average well above 600 hours. 
eliminate—ask any user about the steam consumption, at- | ‘nm interesting order recently received for tantalum lamps was 
tendance, noise, lost motion, wear, size and weight. Other | for 1,900 lamps for the United States war vessels attending 
inventors have realized the possibility of overcoming these | the Hudson-Fulton celebration in New York.” 

objections by actuating the tiller ropes directly from the recip- LinoLtEUM CEMENT ON War SuHips.—‘‘The world-wide use of 


rocating movement of a single piston under steam pressure, but | cork linoleum has developed the need of a compound which 
until the perfection of the Nash valve motion, of which we would help the fabric to cling just right to the floor. It is 
exclusively control all patents, none had been successful. Yet | stated by L. W. Ferdinand & Company, 201 South street, Bos- 
the Nash-Century cannot be said to be an experiment, for in | ton, Mass., that they have invented and perfected a glue- 
its crudest forms the gear has given very satisfactory service | cement, which they guarantee will exactly fill the purpose for 
in a number of steamers. Those installed on Canadian light- | which it is intended. We are informed by the manufacturers 
house service boats have shown themselves such a decided im- | that handlers of this cement make a good profit on it, and that 
provement on the gears which they replaced that we have | it sells instantly whenever suggested to the customer. The 
received repeat orders from the Canadian Government. In | United States Government has adopted and specified Twentieth 
every installation the Nash-Century engine has caused no | Century Linoleum Glue-Cement for battleships and for other 
delays or annoyance to attendants, and the expense for main- | vessels where linoleum is applied. It comes packed in cans 
tenance has been confined to occasional oiling and repacking. | from % pints to1 gallon. A gallon will cover about 12 square 
Since obtaining control of the patents we have secured the | yards where the whole surface is covered; otherwise than this 
services of the inventor, of the best marine and mechanical | the cement can be used for the edges at a nominal cost. It is 
engineering talent, and of mechanics who are capable of turn- | made in two grades, grade A being for all kinds of floors, and 
ing out the best product obtainable with modern methods and | grade B being for use on wooden floors only. L. W. Ferdinand 
equipment. Together we have developed a steering engine | & Company will gladly supply any department store or carpet 
that within its limitations is as far ahead of the others as the | house about to issue a catalogue with an electrotype repre- 
_ modern ocean greyhound is of the first trans-Atlantic steamer. senting a gallon can. They will also furnish any house 
Under our direction the Nash-Century engine has been brought | handling this material with booklets with their name on the 
to the highest state of mechanical efficiency, and it is put upon outside cover. For directions for laying linoleum on any kind 
the market with every assurance and guarantee as to its per- | of floors write to L. W. Ferdinand & Company, 201 South 
formance.” street, Boston, Mass.” 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


Because it is the only one constructed on correct principles. The rubber 

W HY ? core is made of aspecial oil and heat resisting compound covered with 

e duck, the outer covering being fine asbestos. It will not score the rod 
: or blow out under the highest pressure. 


NEW YORK BELTING AND PACKING CO. 


91 and 93 Chambers Street, NEW YORK 
LONDON, E.C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake Street BOSTON, MASS., 232 Summer STREET 

ST. LOUIS, MO., 218-220 Cuestnut STREET PITTSBURGH, PA., 913-915 Liserty Avenue 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET PORTLAND, ORE., 40 First Street 

SAN FRANCISCO, CAL., 129-131 First St., OAKLAND SPOKANE, WASH., 163 S. Lincotn STREET 


11 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


t 


a 


International Marine Engineering 


NovEMBER, 1909. 


Mr. Cray Bairp, representing the Eureka Fire Hose Manu- 
facturing Company in the sale of standard brands of fire hose 
to ‘fire departments, resigned his position as manager of their 
Chicago office on Oct. I. 

Mr. L. G. Kisze has resigned as treasurer of the Wheeler 
Condenser & Engineering Company, Carteret, N. J., in order 
to take an active part in the management of the Warren Steam 
Pump Company, Warren, Mass. Mr. Kibbe will be located at 
the head offices of the latter company at Warren. 


Mrs. Frances A. W. McIntosH, 939 Real Estate Trust 
building, Philadelphia, Pa., lately advertising manager for the 
Buffalo. Forge Company and associate companies, Buffalo, N. 
Y., and for six years in a similar capacity with the Standard 
Tool Company, Cleveland, Ohio, desires the preparation of 
catalogues, folders, ad. forms, direct advertising and follow- 
up-systems. 

A ROTARY ENGINE, made by the Austin Rotary Engine Com- 
pany, Second avenue and Eighth street, Brooklyn, N. Y., has 
been installed on the Columbia, the coaching yacht of the 
Columbia University rowing crew. Owners, managers, cap- 
tains, engineers and others can see this engine in operation by 
communicating with the company, which states that the engine 
is frequently subjected to what is regarded as the most severe 
test of its extraordinary instantly-reversing qualities. “When 
proceeding at full speed the engines are suddenly reversed, 
bringing the yacht to a dead stop in ten seconds without any 
jar, tremor or other unpleasant sensation to those on board.” 


At A DIRECTORS’ MEETING, held Oct. 2, at the offices of the 
Welin Davit and Lane & De Groot Company. Con., 17 Bat- 
tery Place, New York, Mr. C. Sherman Hoyt, naval architect 
and marine engineer, and for the last year or two inspecting 
engineer for the Panama Railroad & Steamship Company, was 
elected secretary and treasurer of the Welin Davit and Lane & 
De Groot Company, Con. Mr. Hoyt will in future take an 
active part in the affairs of this company as a member of the 
firm, both as to the financing as well as the execution of its 
general business. Capt. John C. Silva, who has resigned from 
the position of secretary and treasurer, which he held here- 
tofore, is still one of the board of directors of the company, 
and will in future hold the office of general sales agent. He is 
about to leave for an extended trip to the Gulf States, where 
he will attend the National Bar Pilots’ meeting at New 
Orleans, and will thoroughly look into business conditions in 
the various ports of that district. 

NortoN GRINDING WHEELS are made by three processes— 
vitrified, silicate or semi-vitrified and elastic. In making a 
vitrified wheel no pressing or tamping is employed. The 
cutting material and the bond are mixed in power mixing 
kettles, and the mixture is then drawn off into forming rings. 
The wheels are subjected to high temperature, nearly 3,000 
degrees F., which causes the bond to fuse and vitrify. The 
personal element does not enter into the making of this wheel. 
Silicate wheels are made by the tamping process, special ma- 
chinery being employed in mixing the bond with the alundum. 
While in a plastic state it is tamped in iron molds. Wheels 
made by this process are especially adapted for tool and knife 
sharpening. Elastic or shellac wheels are bonded by gums, 
such as rubber, shellac and resins. The mixture of alundum 
and the bond is heated, then pressed in. molds. Great strength 
and elasticity are-important factors. It is possible to make 
wheels by this process as thin as 1/16 inch. They are used 
chiefly for saw gumming, grinding between the teeth of gears, 
sharpening molding cutters and woodworking tools, cutting 
off small stock, slotting and for roll grinding. 


PRACTICAL JUARINE ENGIAEERING 


FOR 

MARINE ENGINEERS AND STUDENTS 
WITH 

Aids for Applicants for Marine Engineers’ 


By PROF. W. F. DURAND 


SECOND EDITION, PRICE $5.00 (21/-) 


‘THIS BOOK is devoted exclusively to the practical side of 
Marine Engineering and is especially intended for operative 
engineers and students of the subject generally, and partic- 
ularly for those who are preparing for the examinations for 
Marine Engineers’ licenses for any aid all grades 
The work is divided into two main parts, of which the first 

treats of the subject of marine engineering proper, while the 

second consists of aids to the mathematical calculations which 
the marine engineer is commonly called on to make. 
PART I.--Covers the practical side of the subject. 
PART Tf,—Covers the general subject of calculations for 
marine engineers, and furnishes assistance in mathematics to 
those who may require such aid. 

The book is illustrated with nearly four hundred diagrams 
and cuts made specially for the purpose, and showing con- 
structively the most approved practice in the different branches 
of the subject. The text is in such plain, simple English that 
any man with an ordinary education can easily understand it. 


Licenses 


FOR SALE BY 


INTERNATIONAL MARINE ENGINEERING 
17 Battery Place, New York, U.S. A. 


Christopher 
Finsbury Square, E. 


Street 
CcC., London 


Tue ALASKA-YUKON-Pactric Exposition has awarded 
grand prizes (highest award) for insulated wires and cables 
to the General Electric Company and John A. Roebling Sons 
Company. 


Tue Cuicaco Moror Boat SHow will be held March 26 to 
April 2, in the First Regiment Armory, Sixteenth street and 
Michigan avenue. Those interested should write to Chester D. 
Campbell, 5 Park Square, Boston. 


Mr. H. F. Horver, M. E., has become a director of the 
Wiener Machinery Company, of New York, and has been 
elected vice-president and secretary. Mr. Hoevel is a graduate 
of the famous technical University of Charlottenburg, mem- 
ber of the German Society of Engineers and of the Society of 
German Steel and Iron Men. Mr. Hoevel has given special 
attention to study the iron and steel production in its various 
branches, and before coming to America was connected with 
the Siemens-Schuckert Electric Works. 


fs. &E. HALL Lta." 


(ESTABLISHED 1785) 
10, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


MAKERS or CARBONIC ANHYDRIDE 


| REFRIGERATING MACHINERY 


(CO, 


REPEAT INSTALLATIONS SUPPLIED TO — 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Co. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Co. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Go. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
ROYAL MAIL S. P. Co. 47 NIPPON YUSEN KAISHA 22 CANADIAN PACIFIC Ry. 12 


12 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


NovEMBER, 1900. 


HELP AND SITUATION AND FOR SALE ADVERTISEMENTS 


No advertisements accepted unless cash accompanies the order. 
Advertisements will be inserted under this heading at the rate of 4 
cents (2 pence) per word for the first insertion. For each subsequent 
consecutive insertion the charge will be 1 cent (14 penny) per word. 
But no advertisement will be inserted for less than 75 cents (8 shillings). 
Replies can be sent to our care if desired, and they will be forwarded 
without additional charge. 


For Sale—Library of technical and theoretical books on 
naval architecture and shipbuilding, in whole or per volume. 
Address Library, care INTERNATIONAL MartNne ENGINEERING. 


For Sale.—Volumes 6 to 16, inclusive, of Transactions of 
Society of Naval Architects. In good condition. Address 
Box 21, care INTERNATIONAL MARINE ENGINEERING. 


BUSINESS NOTES 


GREAT BRITAIN 


Tue Denny Gotp Mepat, provided for by the late Peter 
Denny, LL. D., and awarded each session for the best paper 
read before the Institute of Marine Engineers, has been 
awarded this year to Mr. William P. Durtnall (member) for 
his paper on “The Generation and Electrical Transmission of 
Power for Main Propulsion and Speed Regulation,” read at 
the Franco-British Exhibition in July, 1908, which was ad- 
judged by the Council of the institute to be the best paper 
submitted in competition for the medal during session 1908-09. 


Stove’s Patent Hose Couprinc.—‘“This coupling is an im- 
provement by Mr. A. E. Stove, M. I. Mar. E., A. M. I. Mech. 
E., A. I. N. A., on Nunan & Stove’s coupling, which is at 
present in use in the British, Japanese, Russian, Chilian and 
Portuguese navies, the Indian Marine, P. & O. S. N. Company, 
British India, White Star, Cunard and leading steamship com- 
panies throughout the world. The old coupling has two 
sleeves, one revolving over the other, which allows all twist 
to leave the hose when the water is turned on. It was found 
that should the sleeve get bent the outer sleeve would not 
revolve, and consequently a leakage occurred, and again, the 
coupling was not suitable for suction—the loose sleeve draw- 
ing air. A separate coupling, having only one sleeve, was made 
for this purpose. The present coupling has only one sleeve 
which revolves, and allows all twist to leave the hose. It is 
also perfectly tight under all pressures, and can be used both 
for suction and delivery. If necessary the hose can be riveted 
to the sleeve, which was impossible. with. the two-sleeve 
coupling. The coupling can be taken to pieces immediately 
and any damaged part replaced. This coupling has been sub- 
jected to the most severe tests. Sole manufacturers, Nunan’s 
Hose Couplings, Ltd., 10 Norfolk street, Strand, W. C.” 


“KEENAN’S SECTIONAL COVERING for steam pipes is now so 
well known that it seems unnecessary to draw attention to the 
extreme suitability of it for all steam installations. It can 
be put on when the pipes are being erected, and when cold; it 
can be taken off for alterations, and even after years of wear 
it has been taken off and put on pipes again—thus showing its 
indestructibility. The sections are made in two pieces, hinged 
together by means of a stout canvas wrapper, which has a 
margin to allow of pasting over and making a neat joint and 
finish. Outside this wrapper are placed bands of varnished 
steel, or of brass or copper, which hold the section firmly to 
the pipe. A very neat finish can be obtained by stitching 
asbestos cloth round the sections, and on battleship work this 
is the plan almost universally adopted. The sections are 
molded to suit pipes varying from % inch inside diameter up 
to 14 inches or 15 inches, and are in 3-feet lengths. They vary 
in thickness from 1 inch for small-sized pipes to 114 inches 
to 2 inches for large ones. For superheated steam we recom- 
mend the latter thickness. Sections of 1¥%-inch or 2-inch 
thickness may be sent out unwrapped, the canvas being applied 
in a long strip after the sections are placed on the pipes; after- 
wards putting on the necessary bands. A very good result is 
got by this method.” 


International Marine Engineering 


MARINE SOCIETIES. 


AMERICA 


AMERICAN SOCIETY OF NAVAL ENGINEERS. 
Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NATIONAL ASSOCIATION OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
Bolbec Hall, Westgate Road, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E. 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 


NATIONAL OFFICERS. 


President—Wm. F. Yates, 21 State St., New York City. ; 

First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 
Wash. i 

Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 

Third Vice-President —-Charles N. Vosburg’n, 6323 Patton St., New 
Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, Mich. 

Treasurer—John Henry, 315 South Sixth St., Saginaw, Mich. 


ADVISORY BOARD. 


Chairman—Wnm. Sheffer, 428 N. Carey St., Baltimore, Md. 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, N. Y. 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


THE BOUND VOLUME OF 


INTERNATIONAL MARINE ENGINEERING 


FOR 


JANUARY-DECEMBER, 1908, COSTS $4.00 (16/-) 
Buyer Pays Express Charges 


NEW YORK CITY, 17 BATTERY PLACE 
LONDON, 31 CHRISTOPHER STREET, FINSBURY SQUARE, E. C. 


13 


EASY MONEY FOR 
MARINE ENGINEERS 


by writing up their experiences in making repairs 
to marine machinery. é 


Send the stories with pencil sketches to 


INTERNATIONAL MARINE ENGINEERING 


17 BATTERY PLACE, NEW YORK or 
31 CHRISTOPHER ST., FINSBURY SQUARE, LONDON. E. C. 


We pay at the of $5.00 or £1 per thousand words, published. 
It will be like finding money to write some articles. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering NOVEMBER, 1909. 


| 
RAINBOW PACKING 


CAN’T 


BLOW DURABLE 

RAINBOW EFFECTIVE 

OUT ECONOMICAL 
Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from |2 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16, Warren Street and 88 Chambers,.Street, New York 
EUROPEAN AGENCY :—Carr Bros., Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich —16-—24 Woodward Ave. Indianapolis, Ind.—38-42 South Capitol Ave. Tacoma, Wash.—1316-1318 A Street. 
Chicago, I1].—202-210 South Water St Omaha, Neb.—1218 Farnam St. Portland, Ore —27-28 North Fiont St, 
Pittsburg, Pa.—425-427 First Ave. : Denver, Col.—1556 Wazee St. Vancouver, B. C —Carral & Alexander Sts. 
San Francisco, Cal.—416-—422 Mission St. Richmond Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS 


New Orleans, La.—Cor. Common & ‘Tchoup- Waco, Texas—709-711 Austin Ave. Sole European Depot— Anglo-American Rub- 

i itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd, 58 Holborn Viaduct, Lon- 
Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. _ don, E. C. 2 
Houston. Tex.—113 Main St. Buffalo, N. Y.—3879 Washington St. Paris, France—76 Ave. de la Republique, : 
Kansas City. Mo.—1221-1223 Union Ave. Rochester, N. Y.—5o East Main St. Johannesburg, South Africa—2427 Mercantile 
Seattle Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building, : 
Philadelphia, Pa.—245-247 Master St. Baltimore. Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6 
Louisville, Ky.—111-121 West Main St Spokane, Wash.—1016-1018 Railroad Ave Sydney, Australia—270:. George St. | 

NT GT ESSE EE BS 


14 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, 1909. 


International Marine Engineering 


TRADE PUBLICATIONS. 
AMERICA 


“Holmes metallic packing is not a new packing but is in 
new hands, who are determined to supply the consumer with 
the best packing on the market, and at prices that will cause it 
to be used and its merits become known.” The claim is made 
in a catalogue published by the manufacturer, the Holmes 
Metallic Packing Company, Wilkesbarre, Pa., that it does not 
‘cut or score the rod, and that when an engine is inactive it will 
not blister or rust the rod or stem. The packing may be placed 
in the stuffing-box without disconnecting the rod and in very 
short time. It is furnished on thirty days’ trial, and the rings 
(the only part that can wear) are guaranteed for one year. 
The company also guarantees the packing to be steam-tight, 
and not to score, scratch, blister or wear the rod or stem out 
of round. 


Buffalo machinery is the subject of the 1910 edition of 
‘Catalogue No. 178 just issued by the Buffalo Forge Company, 
Buffalo, N. Y. This is a very profusely illustrated volume of 
304 pages, in which is described what is said to be the largest 
and most complete line of modern-time and labor-saving 
blacksmith machinery ever offered. These machines are the 
result of thirty years’ experience and knowledge of black- 
smiths’ requirements. “Ais the inventors of portable forges 
and the pioneers in the manufacture of blacksmith machines, 
we have always kept abreast with the times.” Especial atten- 
tion is called to the portable down-draft and electric forges 
shown in the catalogue. These were brought out to fill a 
long-felt want of the average smith and to place him on a 
competitive basis with the larger shops equipped with power 
machinery. 


The eighth edition of the Smooth-On Instruction Book has 
just been issued by the Smooth-On Manufacturing Company, 
572 Communipaw avenue, Jersey City, N. J. This book tells 
all about Smooth-On iron cements, sheet packings, corrugated 
metal gaskets, and shows when, where and how to use them. 
“The great value of Smooth-On to the manufacturer and user 
is because of its peculiar chemical properties, namely, of metal- 
izing and of expanding when metalizing, and it can be pre- 
pared to act quickly or slowly, according to the requirements 
of particular uses. These properties make Smooth-On a valu- 
able substance in the making of chemical iron cements. To 
this subject the chemist of the Smooth-On Manufacturing 
Company has given careful study for fifteen years, and has 
succeeded in compounding the valuable iron cements known so 
generally throughout the world as Smooth-On iron cements. 
‘These cements are made each for a special purpose; they are 
carefully prepared by a chemist, and when correctly used they 
make permanent repairs. The different Smooth-On cements 
are explained in the following pages; a careful study of them 
will prove interesting and profitable. The illustrations are 
made from photographs of actual subjects, and show some of 
the many ways in which the Smooth-On cements have been 
used and the results obtained.” 


Injectors, ejectors, oil and grease cups and other steam 
specialties are the subject of Catalogue No. 24, published by 
the Penberthy Injector Company, 342 Holden avenue, Detroit, 
Mich. “The Penberthy automatic injector has been too long 
upon the market and is too well-known to the steam user and 
the steam supply trade to need any introduction or explana- 
tion. The auto-positive injector has now been on the market 
for several years, and has won deserved recognition for its 
reliability under extreme conditions, while retaining the utmost 
simplicity of construction. By a peculiar arrangement of the 
overflow valves it will work on higher pressure and handle 
hotter water than the Penberthy automatic. In comparing the 
two styles the question will often arise in the mind of the 
user: which type of injector will give the best results? In 
answering this question, not only must the comparative results 
obtained from the two styles be borne in mind, but also the 
fact that no injector will give as economical or satisfactory 
results when working near its highest limit; and, further, as 
the parts begin to wear its working range is decreased. We, 
therefore recommend for pressures at 140 pounds and upwards, 
or where the temperature of the water supply is above r10 at 
100 pounds pressure or over, that the auto-positive injector be 
given the preference. For all other conditions, and particu- 
larly for traction engine use, we recommend the Penberthy 
automatic. Our exact claims for each type of injector will be 
found under the heading of the respective machines. The 
information following as to variation in results due to vary- 
ing conditions, while referring to the Penberthy automatic 
injector, is equally applicable to the claims made for the auto- 
positive.” 


TALKS TO THE ENGINEER 
Talk No. 1— 


Permanite Sheet Packing 


For high pressure and superheated steam 
conditions you want the very best pack- 
Ing you can get. Ordinary rubber and 
organic packings won't do, as the ex- 
cessive heat soon softens them, or else 
they dry out and char. In either event 
they soon lose their tensile strength and 
then a blow-out occurs. 


PERMANITE PACKING was de- 
signed especially for this service. It 
will not soften under any tempera- 
ture up to 1000 deg. F., nor will it 
blow out under any steam pressure. 
It is an ‘destructible sheet, because 
its basis is pure asbestos fibre, which is 
unaffected by any degree of heat. The 
asbestos is combined with special com- 
pounds which give great tensile strength, 
toughness and pliability to the finished 
product. As a result, PERMANITE 
combines the permanent durability of 
asbestos packing with the resiliency and 
pliability of rubber packing: 
i J Let us send you sample of PER- 
MANITE and Booklet. Simply write 
your name and address on margin of this ad- 
vertisement and mail it to us. 


ie W. JOHNS=-MANVILLE CO. 


Baltimore — Dallas Milwaukee Pittsburg 


Boston | Detroit Minneapolis San Francisco 
Buffalo Kansas City New Orleans Seattle 

! Chicago London New York St. Louis 
Cleveland * Los Angeles Philadelphia *1071 


Motor Boats 


By Dr. W. F. DURAND 


HIS is the only book which covers the subject of 
motor boats from a scientific and engineering point 
of view. It is written in such simple language 


that any man who knows anything about motor boats 


can understand every word of it. 
It deals with the following subjects: 


General Problem of the Motor Boat 

The Internal Combustion Engiue— General Principles 
The Internal Combustion Engine—Application to Marine Service 
Carburetion and Ignition 

The Boat—Form Below Water and Above 

The Desion of Form 

Practical Boat Construction 

laying Down and Assembling 

Power and Speed 

Propeller Design 

Endurance and Radius of Action 

Troubles and How to Locate Them 

Racing Rules and Time Allowance 


APPENDIX 


Use of Alcohol as Fuel for Gas Engines 
Kerosene Engines as Developed Up to Date o 


210 Pages,6x8%Inches. Price, $150. 6/5 


International Marine Engineering 


Christopher St ,Finsbury Sq. Whitehall Bldg.,17 Battery Pl. 


LONDON, E. C. NEW YORK CITY 


When writing to, advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering DECEMBER, 1909. 


Mechanical rubber goods are described in a handsome cata- 7 , 7 1 
logue of 130 pages, illustrated in several colors, just issued Engineers Taper, Wire & Thickness Gage 
by the Diamond Rubber Company, Akron, Ohio. Among the 


products of this company of interest to marine people are 
packing, hose, valves, gaskets, etc. 


The Trill Indicator Company,’ Corry, Pa., has just issued 
an attractive 44-page booklet describing its various types of 
indicators. This book also describes the “Faultless” reducing 
motion Trill planimeter and indicators for high-pressure and 
ammonia work. Besides the description of the apparatus, in- 
teresting discussions are given on numerous cards and the 
causes of various unusual curves pointed out. A method is 
also given for drawing adiabatic and saturation curves. There 
is also a chapter on indicating gas engines, with discussions of 
faulty diagrams and a chapter on indicating compound en- 
gines and drawing combined cards. 


That Plymouth cordage is very highly regarded by vessel 
owners and captains hailing from our Atlantic coast ports is 
perhaps not strange, but it may surprise some to know that 
these goods are in equal favor upon the other edge of the 
continent. In a recent issue of Plymouth Products.are shown 
pictures of two vessels fitted out with Plymouth cordage—one 
sailing the Atlantic, the other the Pacific. One of these is the 
big six-master Addie M. Lawrence, one of the fine fleet of 
schooners controlled by J. S. Winslow & Company, of Port- 
land, Me. The other is the schooner Alice, one of the crack ee 
Pacific coast cod-fishing fleet. When the picture was taken : 4 © ATHOLMAS 
she had, together with a number of her sisters, just received Us al 
her outfit of Plymouth cordage at the hands of the Pacific Net 
& Twine Company, Seattle, Wash. 


This gage is especially designed for the use of marine engineers, ma- 
chinists and others desiring a set of gages in compact form. 
i a fe F The taper gage shows the thickness in 64ths to 3-16ths of an inch on one 
Feed-water filters fcr marine and stationary boilers are side, and on the reverse side is graduated as a rule three inches of its 


described in a catalogue published by the Ross Valye Company, length, reading in 8ths and 16ths of an inch. 


: : : : : ¢ i hows one side si 

Troy, N. Y. An illustration is given showing “a feed-water Panne wire gages English) ee ee oe fen ayia poise’ pumbereditiorm 
D 5 . . . , 5 2 F ? 

filter, or oil separator, already in extensive use in stationary the reverse side shows the decimal equivalents expressed in thousandths. 

plants and upon trans-Atlantic and other steamers. Its func- This gage has also 9 thickness or feeler gage leaves, approximately 4 


5 5 9 i he followi thicknesses: .002, .008, .004, .006, .008, .010 
tion is to remove oil from feed water wherever a condenser Tae ee ee Ail GaGa Sain 2h case, Dan 434 


is used, and the water is used over and over, and has already inches long, convenient to handle or to carry in the pocket. 
passed through the engine and carries more or less of. the Price, each, $3.50 Catalogue 18-L Free. 


lubricating oil, which it is very necessary to exclude from the 


boilers. The filter is connected into and forms:a part of the THE L. S. STARRETT CO., Athol, Mass., U.S.A. 


feed pipe, being located usually between the feed pump and the London Warehouse, 36 and 37 Upper Thames St., E. C. 

boiler. It will be conceded that this filter is very essential to 

the equipment of a surface-condensing steam engine plant, 

especially in marine service, where fresh water is not readily 

Da POWELL “WHITE STAR” VALVE 
When you consider that the 


Centrifugal pumping machinery is the subject of Catalogue 
B, published by the Lawrence Pump & Engine Company, Law- 
rence, Mass. Regarding this company’s belt-driven sand and 


dredging pumps the catalogue states that “they are furnished / \ = life of a valve is limited to 

complete ue suction pow flap valve and steam ejector 05 < a the life of the Disc and Seat, 
riming. The pump shell is in one casting, very heavy, wit re 

Bee metal provided in such parts as are most subject to | the POWELL “WHITE 

wear. A removable plate is provided on each side of the shell, | STAR” Reversible and 

which gives easy access to the inside of the pump or for the : 

removal of the impeller. The impeller is of the enclosed type, Renewable Disc Valve 


and is of large diameter for moderate speed. The stuffing- 
box bearing is easily removed from the shaft, and is provided le th orl 
with water injection to prevent sand entering the bearing. : € most economical. 
The shafts and pulleys are of large diameter. Ample thrust The parts that wear are 
bearings are provided. We supply pumps with steel lining ; 

ee a e easily replaced and can be 


must appeal to you as being 


when desired.” 


Feed-water filtration is the subject of a catalogue pub- a bought at a fraction of the 
lished by James Beggs & Company, 109 Liberty street, New cost of a new Valve. 
York. This catalogue is devoted to the Blackburn Smith | NANI! “ : ” 
feed-water filter and grease extractor for the removal of Get a Powell White Star 
organic matter, sediment, lubricating oils, etc., from the boiler Valve and try it out HARD 
feed water in marine and stationary power plants. “The = | . . 
Blackburn Smith filter is the only one having small, convenient e nen : —you will find that in your 
cartridges, and compelling double friction through two separate aL SS: yearly supply account It 1s 
and independent filtering surfaces. It is the only filter in : GR ANN) | th economical 
which the media can be changed quickly and easily when : iS | oto cra as 
fouled. On v-passing, opening the sludge valve and lifting } ¥) Send for booklet describing 
the filter cover, the outer cartridges may be removed and re- : 1 : ie ; : 
placed by the spare cartridges. Heavy impurities, which may ZAIN) _ | its peculiar merits. 


at times cling to the walls of the filtering chamber or settle to 
the bottom, may be blown out by opening the sludge valve and | 
admitting live steam through the tap for that purpose. Heavier 
impurities which collect on the outer filtering cloth may be 


partially removed by reversing the flow. This is done (with- TD 

out shutting down the plant) by lowering both inlet and outlet : @{ DEPENDABLE ENGINEERING SPECIALTIES. 
valves to their lowest limits, opening the sludge valve and then 

raising the inlet valve by one or two turns. After running CINCINNATI 

long enough in this position to rinse off the outer filtering sur- NEW YORK: 254 Canal St. BOSTON: 238-45 Causeway St. 


face the inlet valve is closed again and the outlet valve opened PHILADELPHIA: 518 Arch St. 
by one or two turns.” 


8 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, 1909. 


International Marine Engineering 


A SAFE MARINE LUBRICANT 


That clearly describes Dixon’s 
Flake Graphite. It is a true 
lubricant of great endurance, 
and yet is not susceptible to heat 
or cold, acids or alkalies. It has 
no relation to oil or grease. 
Write us about it. 


JOSEPH DIXON CRUCIBLE CO. 


JERSEY CITY, N. J. 


Jeffery’s Patent Marine Yacht Glue 


Has no equal for paying seams of yachts’ decks. 


Send for circulars, samples, etc. 


L. W. Ferdinand & Co., 201 South St., Boston, Mass., U.S. A. 


The Shipbuilder’s 
Hand Book 


A DIGEST OF THE SEVERAL SHIP 
CLASSIFICATION SOCIETY RULES 


These rules, as published by the several Societies are 
very elaborate, and it requires several volumes to look up 
any one subject. 

In order to have them in convenient form so that any 
subject may be looked up with the least waste of time, there 
has been published a complete digest of said Societies’ Rules 
in book form. 


There are 160 printed pages, printed only on right hand 
pages. The left hand pages are left blank for purposes of 
interlining, additions, or changes in the Rules, or for any 
notes which the user of the book may wish to make. There 
is- a complete index. 


The pages are about 8 by 11 inches, and the book is 
bound with flexible cloth cover, so that it can be folded up 
and put into the pocket. 


PRICE, $3.00 - 12s. 6d. 


INTERNATIONAL MARINE ENGINEERING 


Whitehall Building, 17 Battery Place 
New York City 


Christopher Street, Finsbury Square 
London, E. (Cp 


“Water Treatment” is the title of a handsome catalogue 
published by the Dearborn Drug & Chemical Works, Chicago, 
Ill. This company makes a specialty of compounds for marine 
boilers. 


Portable tools and machinery are described and illustrated 
in a catalogue issued by the Stow Flexible Shaft Company, 
Philadelphia, Pa. The stow flexible shaft consists of a flexible 
shaft of wire cable revolving within a wire tube, one end of 
the shaft being connected with the motive apparatus and the 
other doing the work. It transmits this rotary motion any 
distance from the power source through any number of curves, 
thus allowing the power to be carried to the work instead of 
the work to the power. Among the many uses of this shaft 
are for attachment to portable tools, such as drills of many 
kinds, tapping and reaming machines, grinding and polishing 
tools, stay-bolt and flue cutters, ete. 


The C. H. Wheeler Manufacturing Company, Lehigh 
avenue and Eighteenth street, Philadelphia, makes a specialty 
of tugboat, ferryboat and dredge equipment. The company 
manutactures high-vacuum marine surface condensers for 
steam turbine service, also auxiliary marine condensers, boiler 
feed, bilge, deck wash, ash ejector and fire pumps, rotary and 
reciprocating high-vacuum pumps, both vertical and hori- 
zontal; of the single, twin and triplex type and of every size 
and duty, and a special line of feed-water heaters, horizontal 
and vertical patterns and evaporators. The company publishes, 
bound in pamphlet form, a number of half-tone cuts illustrat- 
ing its various products. A free copy of this pamphlet will be 
sent to any of our readers upon application. 


The Reilly multi-coil heater is the subject of an illustrated 
catalogue issued by the Griscom-Spencer Company, 90 West 
street, New York City. In this pamphlet is illustrated the 
5,000-horsepower Reilly multi-coil feed-water heater installed 
on the steamship Comus, of the Southern Pacific Line. The 
heater is insulated with a magnesia covering incased in a gal- 
vanized iron jacket. In this plant the auxiliary engines, whose 
exhaust steam is used in the heater, are operated under 5 
pounds back pressure, and the feed temperature runs con- 
stantly between 220 degrees and 225 degrees F. Only the 
exhaust steam of the auxiliary engines is used. The claim is 
made that by the use of this heater a direct saving of 8 to 15 
percent in fuel per horsepower is made, and the same per- 
centage is added to the maximum boiler capacity. 


Drills are illustrated in a catalogue issued by the Celfor 
Tool Company, Railway Exchange, Chicago, Ill. This com- 
pany manufactures drills, reamers and three-lipped drills, Rich 
flat drills, Celfor, Rich and quick-change chucks, reamer 
sockets and grinding machinery. “The Celfor drill, manufac- 
tured only by the Celfor Tool Company, is a twisted drill, 
made from a specially rolled section of the best high-speed 
steel which can be manufactured. The Celfor drill is of 
unique construction—a construction which gives it marked ad- 
vantages over all other forms of high-speed drills. That it will 
accomplish wonderful results—better results than other high- 
speed drills—and that it is more durable and less costly, we 
are prepared to prove to those who have not already proved 
it for themselves. The twisting while hot, in a machine espe- 
cially designed for the purpose, of a flat bar of high-speed steel 
does not impair in any sense the quality of the steel; in fact, 
it improves it. Tests of the torsional strength of Celfor drills 
show them to be 47 percent stronger than the torsional strength 
of the flat bar of which they are made.” 


One of the handsomest catalogues of the year is that 
issued by the Brown Hoisting Machinery Company, Cleveland, 
Ohio. This is a 200-page cloth-bound volume, beautifully 
illustrated with half-tone engravings, many of them being 18 
by 6 inches in size. The Brown Hoisting Machinery Company 
are engineers, designers and manufacturers of complete plants 
for the rapid and economical handling of coal and other 
material, and their catalogue shows some representative plants 
which the company have designed and built, and illustrates the 
adaptability of the Brown system to widely varying conditions 
of work. Among the half-tone illustrations are those showing 
a “Brownhoist” electric gantry crane at the plant of the 
American Shipbuilding Company, Loraim Ohio; a “Brown- 
hoist” gantry crane with cantilever extension at the American 
Shipbuilding Company’s plant, West Bay City, Mich.; a 
“Brownhoist” electric cantilever shipbuilding crane at the 
Cramp’s ship yard, Philadelphia; the same at the Newport 
News Shipbuilding & Dry Dock Company’s yard, and at the 
ship yards of Harland & Wolff, Belfast, Ireland, and at many 
other foreign and domestic ship yards. One of the hand- 
somest illustrations in the book is a two-page half-tone, show- 
ing a splendid view of the Cramp ship yard during the launch- 
ing of the United States battleship Pennsylvania. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


DECEMBER, 1909. 


“Plymouth Products” is the title of a series of bulletins 
issued by the Plymouth Cordage Company, North Plymouth, 
Mass. This company makes high-grade manila hemp for 
marine trade. It has been in business for eighty-five years. 
The company also issues a series of bulletins called Plymouth 
Twine News, which should be read by every twine buyer. 


Every draftsman and navigator should send for a free 
copy of the 1909 catalogue published by the Keuffel & Esser 
Company, 121 Fulton street, New York, and mention INTER- 
NATIONAL MARINE ENGINEERING. This catalogue is a very 
complete and profusely illustrated volume of 544 pages, and 
in it is listed every article that could possibly be wanted by the 
navigator, draftsman or surveyor, such as compasses, drawing 
paper, blue printing machines, barometers, drawing boards and 
instruments of all kinds, planimeters, measuring tapes, draw- 
ing in, protractors, scales, sliding rules, transits, levels, etc. 


Steam pumps and pumping engines, condensers, evapora- 
tors, ash ejectors, etc., are the subject of an illustrated 96-page 
catalogue issued by M. T. Davidson Company, Tribune build- 
ing, 154 Nassau street, New York. Regarding the Davidson 
surface condenser the catalogue states that it is built in strict 
conformity with United States navy requirements. The 
Davidson vertical, single-cylinder, double-acting air pump is 
especially adapted for use on steam yachts, small steamers and 
in situations where floor space is limited. Many advantages 
over other makes are claimed for the Davidson machines, and 
a free copy of this catalogue will be sent to any of our readers 
who will mention this magazine. 


Reilly multi-coil evaporators and distillers, feed-water 
heaters and condensers are described in illustrated circulars 
published by the Griscom-Spencer Company, 90 West street, 
New York. Regarding this company’s evaporators the state- 
ment is made: “For large plants, where economy of operation 
is a prime factor, our type B evaporators, arranged in ‘multiple 
effect,’ make the most efficient distilling apparatus that can be 
procured. In this arrangement a number of evaporators are 
connected in series, the vapor from one passing to the steam 
coils of the next, where it is condensed in the course of gen- 
erating more vapor at a slightly lower pressure, which again 
passes to another evaporator, and the process thus continued 
until the limiting vapor pressure is reached. This ‘multiple 
effect’ operation reduces the amounts of boiler steam and of 
condensing water to a minimum.” 


Set. 


blows air out. 


they were designed. 


NEW YORK PHILADELPHIA 


Steam Traps, Steam Turbines ; Etc. 


may be kept as sweet and fresh as out-door air by 
means of a Sturtevant ‘‘Ready-to-Run’’ Ventilating 
No more stuffy cabins or uncomfortable state- 
rooms where this set is used. 
It may be carried about easily, and 
runs from the electric light socket. 


A large number are used by the United States Navy for whom 


AsK for Bulletin No. 


B. F. STURTEVANT CO., Boston, Mass. 


GENERAL OFFICE AND WORKS, HYDE PARH, MASS. 
CHICAGO 


Designers and Builders of Heating, Ventilating, Drying and Mechanical Draft Apparatus; Fan Blowers and Exhausters; Rotary Blowers 
and Exhausters; Steam Engines, Electric Motors and Generating Sets; Pneumatic Separators, Fuel Economizers, Forges, Exhaust Heads, 


Catalogue No. 1o has been issued by the Eynon-Evans 
Manufacturing Company, Philadelphia, Pa., engineers, pattern 
makers, bronze founders and machinists. This is a very com- 
plete illustrated volume of 200 pages, describing and illustrat- 
ing injectors, condensers, blowers, water heaters, valves, cocks, 
centrifugal pumps, compressed air and circulating pumps, etc. 


Any person interested in steel and iron merchandise of any 
variety will be sent regularly, free of charge, the stock list 
issued by the Scully Steel & Iron Company, Chicago, Ill., and 
will also be furnished with a free copy of the company’s Blue 
Book, which is a complete catalogue of iron-working machines, 
tools and appliances that will be welcomed for the vast amount 
of valuable tables and reference information that it contains. 


The “Diamond” steam ‘flue blower is the subject of the 
latest catalogue published by the “Diamond” Power Specialty 
Company, 234 Fort street, West, Detroit, Mich. This flue 
blower is said to be especially adapted for marine use, and in 
the catalogue are complimentary letters from the New England 
Navigation Company, the New England Transit Company, the 
Milwaukee Tug Boat Line, the Union Steamship Company of 
New Zealand, and from the chief engineers of a large number 
of tugs and steamships in this and foreign countries. 


A marine type of pop safety valve is described in an illus- 
trated catalogue published by the Consolidated Safety Valve 
Company, 85 Liberty street, New York City. These valves are 
made in single and duplex patterns, and are stated to combine 
new features developed by the high duty demands of modern 
boiler practice, together with the fundamental principles of 
construction which made the original pop safety valve famous. 
The claim is made that the new form of construction gives it 
a much greater relieving capacity than that of any other valve 
ever produced. 

Hancock valves are described and illustrated in a 40-page 
catalogue issued by the Hancock Inspirator Company, 85 Lib- 
erty street, New York. The Hancock bronze globe, angle, 
6o-degree and cross valves are made regularly in sizes up to 
3 inches. All styles are made with screwed or flanged connec- 
tions, with plain or yoke type of bonnet. They are made to one 
standard only for all steam pressures up to 500 pounds. Under 
actual test, so the catalogue states, the bodies of all these 
valves will stand a pressure of at least 4,000 pounds per square 
inch. 


108M 


CINCINNATI LONDON 


dh 


It blows air in—or— 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, 1900. 


“The Foxboro Recorder” is published by the Industrial 
Instrument Company, Foxboro, Mass., and contains a series of 
papers about the manufacture and use of instruments, such as 
tachometers of various types, gages, revolution counters, etc. 

Pumping machinery for every service is described in the 
latest catalogue published by the Buffalo Steam Pump Com- 
pany, Buffalo, N. Y. This catalogue lists, among many others, 
ammonia pumps, air and circulating pumps, boiler-feed pumps, 
bilge pumps, condensers, jet and surface fire pumps, marine 
pumps, etc. 

The points of advantage claimed for the Huxley ball cock, 
or blow-off valve, made by the Huxley Valve Company, Buf- 
falo, N. Y., are that it is made of bronze, is simple in construc- 
tion, and has a full, straight opening the size of the pipe from 
the boiler. It is said to be adapted for all purposes where a 
quick, full and straight opening and a positive joint are desired, 
and for any working pressure ‘up to 200 pounds. It is tested 
to 800 pounds hydraulic pressure. 


A comparison of Sirocco with steel plate fans is worked 
out in a catalogue published by the American Blower Company, 
Detroit, Mich. The advantages in favor of the Sirocco fan 
are summarized as follows: “Increased efficiency, resulting in 
a saving in horsepower for same capacity; increase in capacity 
of fan for the same power; smaller space occupied for a given 
capacity, or increased capacity for the same space occupied ; 
slower speed, resulting in quiet operation.” 


TRADE PUBLICATIONS 


GREAT BRITAIN 


Campbell patent furnace bars, made by Willock, Reid & 
Company, Ltd., 109 Hope street, Glasgow, are used on a great 
number of well-known steamships of all lines. According to 
a circular just published, the most gratifying results have been 
obtained by the use of these furnace bars, both in steaming 
and economy. Their durability, compared with the old style 
of bars, is said to result in a gain of 95 percent. The White 
Star liner Oceanic, for instance, used about 3,850 bars of the 
old style in twelve trips. Since the adoption of the Campbell 
patent furnace bars, however, in the twelve trips only 119 bars 
were used. 


International Marine Engineering 


A catalogue of steel boilers and accessories and super- 
heaters for marine and land purposes has just been published 
by the Central Marine Engine Works, West Hartlepool. 


Gold mirrors for searchlights have recently been put on 
the market by the Reflector Syndicate, Ltd., Grosvenor Man- 
sions, Victoria street, Westminster, London, S. W. These 
mirrors are described in trade literature the company is issu- 
ing, according to which a long series of experiments have been 
made with glass mirrors coated with gold instead of with 
silver deposit, the result being, it is said, that the beam of 
light is practically devoid of the blue and voliet rays of light, 
being composed of red, yellow and green rays only. The claim 
is made that for naval projector work it is found that a 
torpedo boat on a foggy or rainy night can be more clearly 
seen with a gold than with a silver mirror projector. 


The Standard Piston Ring & Engineering Co., Ltd., 
Premier Works, Don Road, Sheffield, has issued circulars illus- 
trating the position of the oval springs and cone formation 
of inner faces. The iron of which these rings are made is of 
a very special quality, of extreme toughness and elasticity. An 
extract from Engineering, descriptive of a test made on a 
3%-inch diameter ring (Ramsbottom type) states: “One of 
these rings, 314 inches in diameter, and having an opening of 
Y¥ inch, was first sprung open until the opening was 11% inches, 
the extension being therefore 1 inch. It was again tried, the 
width of the opening being extended 1% inch at a time until 
it reached 1%4 inches.” 


The third edition of the Consolidated Pneumatic Tool 
Company’s catalogue has been issued. Portable drills, for 


either direct or alternating current, are illustrated, those of the 


latter type being suitable for holes up to 2 inches in diameter 
in steel. The direct-current drills have one, two or three 
armatures, and are made to take drills up to 3 inches in 
diameter. The drill is driven through planetary gearing, and a 
fan on the armature serves to keep the winding cool. A small 
portable blower, designed to remove the dust from electrical 
machinery, is illustrated, as also are lifting blocks, coal and 
ore boring drills, magnetic separators, arc lamps for submarine 
use, and several types of portable and other grinding ma- 
chines, all electrically driven. The address of the company 
is 9 Bridge street, Westminster, London, S. W. 


COBBS HIGH PRESSURE SPIRAL PISTON 


And VALVE STEM PACKING 


IT HAS STOOD THE 

TEST OF YEARS 

AND NOT FOUND 
WANTING 


IT IS THE MOST 

ECONOMICAL AND 

GREATEST LABOR 
SAVER 


Because it is the only one constructed on correct principles. 
core is made ofa special oil and heat resisting compound covered with 
duck, the outer covering being fine asbestos. It will not score the rod 
or blow out under the highest pressure. 


WHY? 


The rubber 


NEW YORK BELTING AND PACHING Co. 


91 and 938 Chambers Street, NEW YORK 
LONDON, E.C., ENGLAND, 11 Southampton Row 


CHICAGO, ILL., 150 Lake Street : 

ST. LOUIS, MO., 218-220 Cuestnut STREET 
PHILADELPHIA, PA., 118-120 NortH 8TH STREET 
SAN FRANCISCO, CAL., 129-131 First St., OAKLAND 


BOSTON, MASS., 232 Summer Street 
PITTSBURGH, PA., 913-915 Liserty Avenue 
PORTLAND, ORE., 40 First Street 
SPOKANE, WASH., 163 S. Lincotn STREET 


When writing to advertisers. please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering 


DECEMBER, I909. 


A number of circulars, giving details of their steel 
chequered plates, steel ship, bridge and boiler plates, sectional 
steel, has recently been issued by the Consett Iron Company, 
Ltd., Consett, Durham. 


The Carbon Cement Company, Ltd., 166 St. James street, 
Kinning Park, Glasgow, is calling attention to its boiler and 
pipe coverers in circulars it has just issued. This company 
supplied all the non-conducting covering work on the Cun- 
arder Lusitama. 


David Rowan & Company, marine engineers and boiler 
makers, 231 Elliot street, Glasgow, have issued a handsome 
catalogue, profusely illustrated by half-tone cuts, and giving 
a detailed description of the plant and its capacity. Messrs. 
Rowan & Company have made the engines and boilers for 
some of the best-known passenger and cargo vessels. 


The Cradley Boiler Company, Cradley Heath, Stafford- 
shire, have issued an excellent catalogue, fully illustrated from 
photographs of actual boilers manufactured by the firm. Par- 
ticulars are given of Lancashire, Cornish, Cornish multi-tubular 
and Colonial boilers, locomotive and marine boilers, and also 
vertical boilers of several different types, steam-jacketed 
pans, buoys, etc. 


A new catalogue of emery wheels and grinding machinery 
has been issued by Messrs. B. R. Rowland & Co., Ltd., Climax 
Works, Reddish, near Manchester. Details are given of emery 
and corundum wheels, and also of wheels made from a new 
substance known as carbo-corundum, all of which are manu- 
factured by this firm. Machines of a specially strong nature, 
for all kinds of wet or dry grinding, are illustrated, including 
floor and bench grinders, either belt or electrically driven, and 
tool-grinding machines with fountain tool-rest. 


Cammell, Laird & Company, Ltd., recently delivered from 
their Grimesthorpe Works, Sheffield, to Davy Bros., Ltd., also 
of Sheffield, a steel press base casting, weighing 56% tons, 
which is required for a 4,500-ton forging press which Messrs. 
Davy are building for the Terni Steel Works, Italy. We un- 
derstand that Cammell, Laird & Company, Ltd, are also cast- 
ing a steel entablature for the same press, which will weigh 
about 51 tons. 


Messrs. Charles Winn & Company, Ltd., Granville street, 
Birmingham, have just published an illustrated catalogue of 
their gunmetal valves, globe and angle stop valves, with inside 
or outside screws, renewable seating valves, straightway and 
parallel slide stop valves, together with check valves, all of 
which can be supplied with either screwed or flanged ends, are 
given with prices. A separate list gives particulars of an 
automatic force-feed lubricator for steam, gas and oil engines 
and pumps. It is made for both high and low-speed engines. 
The oil pump of this special lubricator is operated by a cam 
driven from the engine through worm gearing. 

Schmidt’s Superheating Company, Ltd., 28 Victoria street, 
London, S. W., are, we hear, endeavoring to have their super- 
heating system adopted by shipowners in Great Britain. The 
manager, Mr. A. F. White, has issued a list of vessels on the 
Continent to which the Schmidt system has been applied dur- 
ing the past six months. The list comprises forty-three 
steamers, with a total of 22,650 horsepower. We notice the 
Oldenburg Steamship Company have ten vesels and the Argo 
Steamship Company nine vessels fitted with the superheater. 
The results have shown a reduction in coal consumption of 
15-20 percent, and as in several instances a cheaper coal has 
been used since the vessels were fitted with superheaters, the 
monetary saving has exceeded this. 


PRACTICAL JOARINE ENGIMEERING 


FOR 

MARINE ENGINEERS AND STUDENTS 
WITH 

Aids for Applicants for Marine Engineers’ 


By PROF. W. F. DURAND 


SECOND EDITION, PRICE $5.00 (21/-) 


THIS BOOK is devoted exclusively to the practical side of 
Marine Engineering and is especially intended for operative 
engineers and students of the subject generally, and partic- 
ularly for those who are preparing for the examinations for 
Marine Engineers’ licenses for any and all grades 
The work is divided into two main parts, of which the first 

treats of the subject of marine engineering proper, while the 

second consists of aids to the mathematical calculations which 
the marine engineer is commonly called on to make 
PART I.--Covers the practical side of the subject. 
PART JI,—Covers the general subject of calculations for 
marine engineers, and furnishes assistance in mathematics to 
those who may require such aid. 

The book is illustrated with nearly four hundred diagrams 
and cuts made specially for the purpose, and showing con- 
structively the most approved practice in the different branches 
of the subject. The text is in such plain, simple English that 
any man with an ordinary education can easily understand it. 


Licenses 


FOR SALE BY 
INTERNATIONAL MARINE ENGINEERING 
17 Battery Place, New York, U.S. A. 


Christopher Street 


Finsbury Square, E. C., London 


BUSINESS NOTES 


AMERICA 


W. M. Corse, secretary of the American Brass Founders’ 
Association, has taken the position of works manager of the 
Lumen Bearing Company, Buffalo, N. Y. 

THE FIRE which occurred at the works of the Baltimore 
Oakum Company, Baltimore, Md., on Noy. 3, turned out not to 
be as serious as was at first thought. It did not stop the opera- 
tion of the factory, and the damage does not exceed $7,000. 


Tue B. F. SturrtEvANtT Company, fan, blower and engine 
manufacturer, Hyde Park, Mass., has established in its works 
a branch of the Massachusetts Savings Bank Insurance. The 
work is in charge of an instructor, who goes among the men, 
explaining the necessity and value of systematic saving. A 
large number of the employees have taken advantage of this 
proposition, arranging for insurance to amounts varying from 
$500 to $1,000. We believe such movements for employees’ 
welfare are along progressive lines for bettering conditions of 
all concerned in the industrial world. 


ee 
fos. @&E. HALL Lta.4 


(ESTABLISHED 1785) 
10, St. Swithin’s Lane, London, E.C., and Dartford Ironworks, Kent, England, 


maKeRS or CARBONIC ANHYDRIDE 


REFRIGERATING MACHINERY | 


(CO,) 


REPEAT INSTALLATIONS SUPPLIED TO 
BRITISH ADMIRALTY 127 JAPANESE ADMIRALTY 46 ITALIAN ADMIRALTY 15 
HAMBURG AMERICAN LINE 63 P. & O. STEAM NAV. Go. 34 TYSER LINE 16 
UNION CASTLE MAIL S.S. Go. 54 WHITE STAR LINE 33 HOULDER LINE, Ltd. 13 
ELDER DEMPSTER & Go. 50 CHARGEURS REUNIS 26 ELDERS & FYFFES, Ltd. 13 
@ ROYAL MAIL S. P. Co. 47 NIPPON YUSEN KAISHA CANADIAN PACIFIC Ry. 12 % 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


DECEMBER, 1909. 


HELP AND SITUATION AND FOR SALE AIMEUIESEAIEMTIS 


D 1» Gene OIA ts in 
avertisements Bcceptts Hteds: casht Ipccoripanies the: ‘order. 
Advertisements will ibe inserted under this heading. at the rate of 4 

centss(2) pence) per. word for the first insertion. For each subsequent 

consecutive insertion the charge will be 1 cent (4% penny) per word. 

But no advertisement will be inserted for less than 75 cents (3 shillings). 

Replies can be sent to our care if desired, and they will be forwarded 

without additional charge. i ea 


sy 


For Sale—Library of techni¢al and theoretical books on 
naval architecture and shipbuilding, in whole or per volume. 
Address Library, care INTERNATIONAL MARINE ENGINEERING. 


For Sale.—Volumes 6 to 16, inclusive, of Transactions of 
Society of Naval Architects. In good condition. Address 
Box 21, care INTERNATIONAL MARINE ENGINEERING. 


Wanted to hear from a manufacturer of marine machinery 
who could take up the special manufacture of a large machine 
closely connected with ship machinery. Address Machine, 
‘care. INTERNATIONAL MARINE ENGINEERING. 


THE FOLLOWING VESSELS have been classed and rated in the 
Record of American and Foreign Shipping, published by the 
American Bureau of Shipping, 66 Beaver street, New York: 
American screw Vulcan, American screw Magic City, Ameri- 
can screw Berwind, American screw Hector, American screw 
Bay City, American schooner Mary L. Baxter, American 
schooner Melbourne P. Smith, American schooner Barbara, 
British schooner A. F. Davison, British three-masted Rosalie 
Belliveau, British. three- -masted Lawson, American three- 
masted Otis, British three-masted Jeanne A. Pickels, British 
thrée-masted -Ponhook, British three-masted Lavengro, Ameri- 
can three-masted Frank M. Low, American bark Foohng Suey. 


THE PAGE ENGINEFRING CoMpANy, 113 East York street, 
Baltimore, Md., announces the opening of a New York office, 
with| J. W. Lowell as Eastern! manager, at 100 Broadway, tele- 
phone Rector 3296. This company is well known as manufac- 
turers of the “Oriole” motor, and is attracting attention at this 
time because of the Straub two- -cycle scavenging gasoline and 
producer-gas engines which it is now manufacturing and 
marketing. “This engine is designed primarily for producer 
gas from crankshaft to cylinder head, and is certain to give a 
big impetus to the installation of producer-gas plants, owing 
to the fact that this type of engine requires less weight and 
space and costs considerably less for the initial investment 
and for repairs than the four-cycle types and yet is equal in 
efficiency and reliability. Mr. J. W. Lowell, the Eastern man- 
ager, has had a wide experience as engineer salesman in 
stationary producer-gas plants as well as marine gasoline en- 
gines, and is a strong addition to the sales organization. 


BUSINESS NOTES 


GREAT BRITAIN 


AN EMPLOYMENT BUREAU has been instituted by the Society 
of Engineers, 17 Victoria street, Westminster, S. W. “No fees 
of any kind are charged, the cost of management being de- 
frayed by the society, with a view to the ultimate benefit of the 
profession. Qualified engineers of all grades may ‘have their 
names recorded, though in making a selection from a number 
of equally suitable men preference is naturally given to mem- 
bers of the society, for whom the register was originally in- 
stituted. Only a few names of probably suitable éandidates 
are put forward for each vacancy, so as to facilitate the em- 
ployer’s choice as much as possible. Every effort is made to 
get personal knowledge of candidates, together with full 
details of their qualifications, before sending in their names. 
A number of well-qualified men, representing the various 
branches of engineering work, are now available, and it is 
thought that if the register were better known it would be 
widely used and appreciated by all who require draftsmen, 
inspectors and other classes of assistants. Employers are in- 
vited to send inquiries by telephone or in writing to the secre- 
tary, stating their requirements as regards age, qualifications, 
salary, etc.” 


International Marine Engineering 


MARINE SOCIETIES. 


wean es AMERICA 


Ve: _ AMERICAN SOCIETY OF NAVAL ENGINEERS. 
: ‘Navy Department, Washington, D. C. 


SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS. 
29 West 39th Street, New York. 


NON “ASSOCIATION. OF ENGINE AND BOAT 
MANUFACTURERS. 
814 Madison Avenue, New York City. 


UNITED STATES NAVAL INSTITUTE. 
Naval Academy, Annapolis, Md. 


GREAT BRITAIN 


INSTITUTION OF NAVAL ARCHITECTS. 
6 Adelphi Terrace, London, W. C. 


INSTITUTION OF ENGINEERS AND SHIPBUILDERS IN 
SCOTLAND. 
207 Bath Street, Glasgow. 


NORTHEAST COAST INSTITUTION OF ENGINEERS AND 
SHIPBUILDERS. 
Bolbec Hall, Westgate Road, Newcastle-on-Tyne. 


INSTITUTE OF MARINE ENGINEERS, INCORP. 
68 Romford Road, Stratford, London, E 


GERMANY. 


SCHIFFBAUTECHNISCHE GESELLSCHAFT. 
Technische Hochschule, Charlottenburg. 


MARINE ENGINEERS’ BENEFICIAL ASSOCIATION 


NATIONAL OFFICERS. 
President—Wm. F. Yates, 21 State St., New York City. 


_ First Vice-President—Charles S. Follett, 477 Arcade Annex, Seattle, 


13 


Wash. 
Second Vice-President—E. I. Jenkins, 3707 Clinton Ave., Cleveland, O. 
Third Vice-President-—Charles N. Vosburgi, 6823 Patton St., New 

Orleans, La. 

Secretary—Albert L. Jones, 289 Champlain St., Detroit, 
Treasurer—John Henry, 315 South Sixth St., Saginaw, 


Mich. 
Mich. 


ADVISORY BOARD. 


Chairman—Wm. Sheffer, 428 N. Carey St., Baltimore, 
Secretary—W. D. Blaicher, 10 Exchange St., Buffalo, 
Franklin J. Houghton, Port Richmond, L. I., N. Y. 


Md. 
N. Y. 


LATEST IMPROVED 


POWER METAL WORKING MACHINERY 
PUNCHES, SHEARS AND ROLLS 


Engine, Belt or Motor Driven 


The CINCINNATI PUNCH & SHEAR CO., Cincinnati, 0., U.S.A. 


EASY MONEY FOR 
MARINE ENGINEERS 


by writing up their experiences in making repairs 
to marine machinery. 


Send the stories with pencil sketches to 


INTERNATIONAL MARINE ENGINEERING 


17 BATTERY PLACE, NEW YORK or 
31 CHRISTOPHER ST., FINSBURY SQUARE, LONDON, E. C. 


We pay at the of $5.00 or £1 per thousand words, published. 
It will be like finding money to write some articles. 


When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


International Marine Engineering DECEMBER, 1909. 


Ty a 
INBOW PACKING 


CAN’T 


BLOW DURABLE 
RAINBOW EFFECTIVE 
OUT ECONOMICAL 

Will hold the RELIABLE 


highest pressure 


State clearly on your packing orders Rainbow and be sure you get 
the genuine. Look for the trade mark, three rows of diamonds in 
black in each one of which occurs the word Rainbow. 


PEERLESS PISTON and 
VALVE ROD PACKING 


You can get from |2 to 18 months’ perfect service from Peerless 

PacKing. For high or low pressure steam the Peerless is head 

and shoulders above all other packings. The celebrated Peerless 

Piston and Valve Rod PacKing has many imitators, but 
no competitors. Don’t wait. Order a box today. 


Manufactured, Patented and Copyrighted Exclusively by 


Peerless Rubber Manufacturing Co. 


16 Warren Street and 88 Chambers Street, New York 
EUROPEAN AGENCY :—Carr Bros., Ltd., 11 Queen Victoria Street, London, E. C. 


Detroit, Mich —16—24 Woodward Ave, Indianapolis, Ind.—38-42 South Capitol Ave. Tacoma, Wash.—1316-1318 A Street. 

Chicago, Ill.—202-210 South Water St Omaha, Neb.—1218 Farnam St. Portland, Ore,—27-28 North Front St, 

Pittsburg, Pa.—425-427 First Ave. Denver, Col.—1556 Wazee St. Vancouver, B. C.—Carral & Alexander Sts, 

San Francisco, Cal.—416—422 Mission St. Richmond, Va.—Cor. Ninth and Cary Sts. FOREIGN DEPOTS , 

New Orleans, La.—Cor. Common & ‘Tchoup- Waco, Texas—709-711 Austin Ave. Sole European _Depot—Anglo-American Rub- 
itoulas Sts. Syracuse, N. Y.—212-214 South Clinton St. ber Co., Ltd , 58 Holborn Viaduct Lon- 

Atlanta, Ga.—7-9 South Broad St. Boston, Mass.—110 Federal St. _ don, FE. C: : 

Houston. Tex.—113 Main St. Buffalo, N. Y.—379 Washington St. Paris, France—76 Ave. de la Republique, : 

Kansas City, Mo.—1221-1223 Union Ave. Rochester, N. Y.—55 East Main St. Johannesburg, South Africa—2427 Mercantile 

Seattle, Wash.—212-216 Jackson St. Los Angeles, Cal.—115 South Los Angeles St. Building. f 

Philadelphia, Pa.—245-—247 Master St. Baltimore, Md.—37 Hopkins Place. Copenhagen, Den.—Frederiksholms, Kanal 6, 

Louisville, Ky.—111-121 West Main St Spokane, Wash.—1016-1018 Railroad Ave. Sydney, Australia—270| George St. 


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When writing to advertisers, please mention INTERNATIONAL MARINE ENGINEERING. 


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